hey guys welcome back to the next session of the CFI oral exam we're gonna jump right into it here but first make sure you click on those links right below the video here print out that PDF sheet that is your cheat sheet to this session of the CFI oral exam everything you need to know on there as we follow through with this video you want to make sure you're listening you're watching you're writing things down on that little cheat sheet to help you take some notes engage all those senses I know this is kind of not the most engaging most interesting material in the world so we're trying to make it engaging trying to make it engaging for yourself so you can retain all this information again thank you so much to Lufthansa aviation training USA out here in goodie Arizona for making these videos possible for making this whole series possible if you guys are looking for a place to become a CFI a great place to work as I see if I once you have a little bit of time in your book go ahead and check them out awesome place great benefits and other than that let's go right back into the CFI oral exam alright guys we are back here at Lufthansa aviation training USA in Goodyear Arizona Cheryl's still here to quiz me and continue moving through our CFI oral what do we have for today Cheryl well today we're gonna move into flight planning and navigation let's start with some of that sure alright so we'll jump right in what cross-country training would you provide to our student from 0 to 250 hours ok so we've got our 15 year old student basically he would need to cross-country training for his private in his first because his commercial for in retraining for that so I would just jump right over to part 61 and pull it up here so I'm accurate under 61 I would just simply come down to private pilot's in what the aeronautical experience needs to be it's going to tell me that he needs 3 hours of cross-country flight training in a single-engine airplane and he's going to also need as part of that the the hundred mile night cross-country for training that would be kind of at a minimal then of course he'll do his sole across countries on his own if I wanted to look at after the fact what I'd be doing for him as a commercial student I'd have to come down to 61 129 and I'll specify what he's going to need as a commercial applicant and 61 129 tells us that on his own he's gonna have to somehow have 50 hours of cross-country flight time at least 10 airplanes but as far as the flight training aspect of it he would need that 1/2 hour cross-country flight in a single-engine airplane day time with a straight-line distance of more than 100 miles from the original point departure same thing at night time conditions so you know after civil twilight basically or you know when you could legally log the night flight time now I could always if I knew he was going first commercial make his private pilot training a little bit longer and do those with them during the private we could count those later on you know so it is night cross-country as a private I could just make a little bit longer and use that towards the commercial requirement if we were really trying to be ultra cheap here so but that would basically be the extent of what I would have to train them on for cross-country operations okay so how would you teach the features of say the sectional chart probably you know the best way I would teach it is give them a little scenario right so we're gonna be hanging around here at the good ear for it and I would say hey today we're gonna go from good year over to the mobile Airport and what do you see on this sectional chart you know what do we see along the way and just talk about those few little things we see along you know four or six inches of sectional chart we see the mountains we see this 45:12 number meaning that's the peak of one of those mountains we have these big blue numbers 49 here that are men maximum elevation figures so we'd want to be pride how's the feeder so go that that's a quick reference for us to flight plan our altitude that we're looking at and then we can see you know that there's quite a bit of airspace around this area so in teaching the sectional chart you also would want to probably have airspace as a lesson before that but simply starting out there and then just moving a little bit bigger to where we could you know pick out things along the way and it's really easy to look at the sectional chart in I guess missed some things yeah so you know I might have them playing me something from Goodyear to Tucson and then tell me what it looks like along the way you know what he sees and then I might just start pointing to it and asking him well what's this what's that what's that so he starts to discover oh there's a lot more information on this thing and I really realized there is okay and where's a good place to find the information if you don't know what it is so the great thing about paper charts well for flight can be really helpful Herrmann pilot so many different efe is can be really helpful the legend on the side here gives us a ton of information not every answer but this legend then you know the little actual law I guess you call them appendices or side panels have a lot more information on the chart as well that pertains to what we're seeing on this map front and back and then we could always defer to the chart user's guide which has basically spells out all our symbols for all charts for approach plates for sectionals for Flyway charts for tack charts for Lowe and rap charts Hydra all those charts are going to be all of some those will be spelled at the chart user's guide for us so on your little example of going from good Georgia Tucson for example let's say we get to we use oh the option Airport there me as just a checkpoint but tell me about the airspace that you would expect from the ground up adoption so right auction Airport at the ground we're going to be standing in Class G airspace date/time requirements are going to be one mile clear of clouds and as we move upward we're not going to encounter echo airspace until we hit about 1200 feet at 1200 feet on up to all the way up to 17,000 999 feet we'll be in Class C airspace which is our basic three 150 twos you want low and then as we get up higher becomes a little more stringent with five sets you miles of his ability a thousand twelve thousand below my own horizontal and how about Class G what's that Class G when we're above ten thousand or she reduction o class cheating your auction down low is going to be one mile clear clouds during the daytime okay so right next to it is the Casa Grande Airport mm-hm and is that the same oh it's a little different so there we have this magenta vignette around it so that's actually going to tell us that we have Class G up to $6.99 702 1199 I'm sorry 702 seventeen thousand nine hundred eighty nine is going to be echo airspace we're just outside of the Bravo there so why would that occur there between those two different airports go oh guess we can see kind of the alignment to the runway here and how they have this magenta vignette that protects the general roundness of the airport and then this approach port over to the runway so I would say that there's probably an approach when you're landing to the northeast and there's probably some circling men attached to that approach so they're really protecting it for the Hawaii affair space here is just to separate IFR and VFR aircraft it's just separation of airplanes and I would assume that the auction Airport probably doesn't have any approaches going in there right it's really new so above the Goodyear Airport well first of all what kind of airspace is good you're in good ear is sitting in Class D airspace from the service up to two thousand nine hundred ninety nine feet okay and what do we need to have to go in and out of the Class D airspace there to go in a regular class to your space you just need to a radio communication nothing else but because Goodyear lives within the thirty mile mode C ring of Phoenix International or Sun Harbor or whatever Sky Harbor Sky Harbor then we're going to need a mode C transponder just to be flying in this general area around the good ear okay and what is directly above it do you know directly above so rated three thousand five we start off with looks like it's going to be rough in airspace I would perhaps spin this around and take a closer look bring my neck that direction it's a little trickier one here yes so we're gonna be going up to up to but not including 3,000 feet would be the Delta airspace directly above that we have on this inner ring we're going to be at 5,000 for the Bravo so in between 3,000 and 4,000 199 we're going to be into Class E airspace and further out it stays within really hard to tell this guy yeah stays within that 5,000 there and then this other little tiny section of the pie actually is 3,000 to 5,000 999 would be echo and then we get into the Bravo space there and for this particular quadrant we have the bravo airspace that is down to 4000 feet over top of the majority of the airport really right over top the runway there and that looks like the last division they've made over top of us good very good so one more thing because this is just a little odd for this area is the white stuff that's just to the west of the charity so white airspace is really weird we just have already Belle together what conveniently enough it says right here on the chart special air traffic rule far part 93 anything in 93 basically spells that all our special area traffic rules or all our separate special flight rules areas so it has a little bit information here for us if we really want to know what was going on around this area we could there's two ways to do it you could pick the phone and talk to somebody at Luke be one way to do it the best way to do it would just be to go to 14 CFR ninety-three and read through what the actual rule is for that area due to sometimes inconsistencies in the system there's what the rule is and we can follow the rules of T still not a bad D after reading that rule to pick up the phone and call them because maybe they have a different interpretation of the rule that you do or they have a different way they like to do things despite the rule reading one way or another so just to you know cover all your bases and making explosively sometimes okay you know it's best to follow the rules to a tee and then also follow all the imaginary rules as well and how could we find a more detailed version of that so we're leading of a sectional chart right now there's a couple varieties of more detailed maps around the Phoenix area so we have the tack chart which is a terminal area chart and when we select a chart it's actually a terminal area chart chart and then that's basically instead of a it's a twice enhanced scale zoomed in two times so it just gives us more detail of the local area yeah and then we have a flyweight chart and the flyweight chart standing be really good if we're flying VFR around the bra airspace even right through it it gives us a really good picture or kind of an overlay for us to be if our pilots of where all those SIDS and stars are where they're bringing in the big guys from what altitudes those big jets are gonna be at so we can avoid those corridors like we mentioned previously we don't really want to be flying right underneath where all the air buses and Boeing's are flying because of wake turbulence and they have some preferred routes that rather than getting vector it all around the airspace like crazy if we just stick to those preferred routes we might have a much easier time getting through the reservation okay so are those charts legally required ah what's legally required for us when we go flying is to be familiar with all aspects of our flight and everything that pertains that flight so if we're flying from Goodyear to auction we have a sectional chart that gives us tons of information but there's some information that's missing that you may find on a tack chart that you may also plan on a Flyway chart and that you may also fly find in the chart supplement or what used to be called the AFD so with that it's a little bit of a gray area so the best thing you could do is get every single chart there is and now we don't have to go up from by people or Turks anymore that expire every so often how would we know when this expires this one's really easy knowing expires it expires when it says it does which is the 25th of April 20 19 so we had a little bit of time on this one it technically it expires in April but this was printed probably back in September okay so it's already out of date you know they could have built a tower between now and you know three four months ago okay no we wouldn't have a clue so that's where in Odom's come into play and that's why having all of your charts on an EF be having some paper charts it's a great backup really good idea but having a really it B is so simple because we can have all that stuff it doesn't only cost us anymore we pay the onetime subscription fee and we have access to everything is there a place that we could find any updates to this chart so they publish updates to the chart on the fa website there's no domes that would update the chart and aside from those in the fa website I would say that would be the two best sources to look at for any sort of turn updates I think there's one more but I'll have to double check that okay it possibly in the term supplement in the chart supplement so yes that definitely would be a good thing to look at if it they have updated you know any there okay all right so we talked about plotting our course from Goodyear to Tucson so how would you teach the available navigation methods with that kind of an example sure so if we're gonna go from the Goodyear to Tucson Airport a number of different ways we could do it my particular favorite is to bring this map with you and look out the window what do we call that we call that IFR but it's not the kind of I have more hundred sixty-one okay Oh otherwise we call it when we would call it piloted pilotage yes you could also do it via dead reckoning you could go ahead and take your plot here and say I needed to fly about a 1/5 o course 1 4 o course to get there and that's true so then you were going to come out for the magnetic magnetic variation here which is fairly significant at 10 and a half degrees so what is magnetic variation since you brought it up magnet variation is basically true north the center of the earth the center of the ball the Tim is not where the magnetic poles are so our compass points north but doesn't point to true north because the magnetic north the magnetic epicenter is slightly offset and the way the magnetic field works around the earth it varies how much it's offset depending what latitude and longitude you happen to be at that day so we have these isogonic lines I believe they're called that and they they tell us basically what to a cannot force only see ten and a half degrees east mm-hmm that East is least West is best and what we would do is we'd say hey it's a 140 course to get to Tucson but there's 10 to 1/2 degrees east here so I'm gonna have to take off about 10 degrees now you have to fly about 130 on the magnetic compass don't when I get to Tucson and then there's probably gonna be some wind and so if I was doing this being a be a dead reckoning I'd have to account for that one to some degree try to put in a one correction angle and then measure roughly what my ground speeds going to be and then I'll know how about how long it should take me to get there I'll keep watching my stopwatch watch my compass look down like towards that time and of course have some checkpoints along the way to make sure that I'm on course in that the winds are what I thought they would be time wise the other the easiest way to do this that you know I probably teach the student later in training or even after they get their ostraca is just how to press the D with the line through it and go direct that's a really handy one and just follow the magenta line super easy to do it that way we could also do it via vo ours we have a bunch of different vo ours we could fly here there's actually even some victor airways in the area that once we get to our first vor we could then a link up with and basically fly vor to view or view our the problem with that is the faa is modern plan or the minimum operational network plan where they're basically just accessing half of these things because they're expensive they're integrated they require a lot of power and so vo ours great if they go down for maintenance they don't get fixed very often so that's kind of limitation there when the limitations with going direct is batteries die electronics fail alternators fail and GPS satellites aren't always operational sometimes that's motion around here would certainly run Alaska and around military bases they often doing testing with GPS jamming man and that happens to jam all the GPS equipment on your aircraft too if you're in that area so there will be no GPS signal basically a pilotage dead reckoning GPS vor we have ndb's if we wanted to get really old school probably not even installed on the aircraft anymore I don't see many ndb's in this particular air there's a couple there's one Chandler there's one at mirana and there's one at Ryan yeah that's yes so we'd be going popular here because we use them for training so there are a little bit of a ways away and you probably will end up doing a lot of that but that's as a backup you could do that or if you just knew where your favorite radio station was located you could always use that back if you knew where they were broadcasting from the other options we have would be you could kind of rely on approach control anybody with radar can give you vectors towards a place especially if you're getting lost and if the student got totally lost you know if I send my own soul across country and hey you've gone through all these options you're still not sure you're just freaking out well our 9/11 one so to speak or our call for help is just to twist the radio over to one twenty one five or on some of our carbon products just press and hold the flip flop key it pops 121 five in there and you just say hey I'm a student pilot I think I'm roughly around here I need some help and based on the fact that you took off from here you've been flying for a half-hour you're not in Texas yet right Mexico yeah you're in the general vicinity of somewhere close by so in some of you on there we'll be able to talk you through and help you out whether it's going to be a tower that here's your an approach controller or another aircraft right good very good okay so as we plan our flights we are gonna check say an a wass let me get to our next destination is to or magnetic for the winds so the best way to remember this is that if we hear something it's magnetic if we read it it's true what you read is always true the newspapers never lie and the you just can't trust the fake news on TV so with our a was-- it is going to be magnetic anything that we're hearing 8 is a waseso swag netic and then our or reading that comes to us in the cockpit in the forms of a DSP weather or meet our or we're reading in terms of meet our Taff you know on the ground that's going to be true so around here about a 10 degree difference it's supposed to be yes Goodyear doesn't always fall in that rule yes there's something on the charm I noticed about some weird magnetic stuff going on around here for some reason they report their meat are still in magnetic oh that's just them not doing it correctly okay so what could affect your navigation instruments so affecting navigation instruments kinda like we had mentioned you know with the vor they could be down so no tones would be really helpful there their line of sight their VHF transmissions so being low on the other side of these mountains here on the other side of the Sierra Estrella Estrella that wouldn't work so well for us so there's going to be certain radios that may be unusable below a certain else to certain radials may be broken on the vor there could be you know somebody's built a building that's blocking some of that there could be a power outage there could be the fact that vor czar kind of unreliable and you're playing in the first place they never seem to be super accurate could be GPS outages which should be notable - you know the military's doing testing could be any sort of you know just technical issues with an iPad with electronic build issues and I guess the other big spirit of navigation if you're doing pilot is you're dead reckoning and there's fog and clouds below you you think you're in a little bit of a pickle so if you had to divert how would you pick an alternate say in function like that say so if I'm gonna be flying from Phoenix to Tucson and maybe halfway through new you lose the alternator say or something like that for that source it really depends on the scenario so that sort of scenario I'm thinking okay well not entirety reports probably best one of these airports with some little barbs on it it's probably a great idea - I'd like to have some sort of battery power left over so maybe I start showing things off and try to save enough battery power just to listen at least and who's flying around those Airport so I'm not just going in totally blind and you know hopefully getting somewhere where there's some services but landing as soon as practical as a student and even if you have to Lance more there there's not services you know that's okay too as far as choosing or divert it's got to be suitable right so choosing a you know twenty five hundred long runway versus a 5,000 foot long runway maybe 5,000 feets a little bit better choosing something if it's nighttime I wanted to something with a beacon with some lighting if it's daytime shouldn't matter terribly much when you see an airport that's near arson yellow it's gonna be a little bit easier to find because there's a town nearby there and just choosing kind of what's along your route or what's going to be if there's any weather in the area choosing something it's gonna be near better weather just ultimately you always want to stack the deck in your favor so choose a bigger runway with more services with you know that's easier to find you know not near terrain or obstacles those sorts of things in the summertime we want to go some places it has a building with air conditioning yes yeah in the wintertime I guess you want to certainly around like Alaska in the northwest you wanna find something that has some sort of building for warmth yeah exactly so how does GPS work GPS works basically we have you know where we are which is earth and this is where I were somewhere in this vicinity there's all these little satellites that orbit the earth in geosynchronous orbit so they relative to us spinning they don't really move relative to the ground they keep spinning they're moving faster because they're further away from the center but they're moving with us and they keep adding some back it used to be there is about 2800 now there's a few more the idea is that these little satellites are nothing more than a clock with a broadcaster so it's just like its own little radio station that just keeps telling it just says what time it is that's all it ever knows so it sends its signal what time it is this one sends signal what time it is this one signal what time it is and you can see that this one is longer than this and this and so if all the clocks are synced together based on radio waves moving at the speed of light and this one traveling a much greater distance and this one traveling a little bit further than the other the signals are going to get there a different time and so when this one says it's 12:01 and one second this one's going to be saying it's 12:01 and three seconds and by that our receiver our cell phone our iPad or bourbon 4:30 or whatever GPS receiver in the airplane takes all those times and then stitch it together a three-dimensional picture of where we're at in a space and if we only had three satellites would actually only give you a 2d picture but if we can get a fourth satellite in there to get a little more data that we can get a 3d picture and if we can get a fifth satellite in that picture then we can get what's called rain and rain is Radio autonomous integrity monitoring and that basically with the fifth satellite looks at it can look at all five until if one's off so if one is giving you bad signal and the speed of light is constant but not entirely there's some variations in it the over great distances based on what medium it's moving through and that can affect the the integrity or the accuracy of our GPS so having those five satellites is really what we're looking for usually we can lock on to 7 8 10 11 of them pretty easily you're never gonna lock onto all 28 because the Earth's in the way and it's still a line of sight signaling ok so does that obviously answer the question yeah that's good so how would you teach your student to make a go or no-go decision a go no-go decision is we're gonna go right back to ADM the three P's or the pave checklist I'm safe we're looking at everything so it starts off as hey you know am I ready to go is the airplane or to go what Merriman doing what's the weather doing what's the overall trip you know like how challenging is this going from good here in Tucson there's a little bit rain in between here and there terrain makes things interesting when the sun's out train makes things interesting when there's wind blowing you know so what is the one you know is it is only 15 knots that doesn't sound like much but I can get pretty interesting with some mountains around is it you know a really clear sunny day that can get things interesting is it overcast in a high overcast that could be great is it you know possibly a lower caste what's the temperature and dew points spread doing so following a methodical checklist of all those things and that's simply what I give students when they're going through cross-country training is here's what we have to know to make sure we're good so first we have to go over the airplane we have to go over our flight planning what are we even getting ourselves into like did we just plan to go from Goodyear to me like Anchorage you know like that's a point of flight here let's look at this a little smaller chunk so let's look a good year to Tucson or something a good year to a near airport and really examine all those factors so you complete that checklist you know make sure you missing any things to be really easy to go up in the air and realize well I forget why there's all this fog coming from I didn't check the temperature dew point I check the tap I check this I checked everything else but in Japan and so using that methodical checklist to make sure you go to aviation weather gov you use the gfa tool you get that area forecast picture you call and you talk to the briefer you cover all your bases that's really what's going to formulate into your go no-go decision and then you can kind of compile all that into the race matrixing make that risk assessment and say okay this is a low risk flight or this is a medium or a high risk flight I shouldn't do it and then at the end of the day after you do all that work you just can't trust your gut and you know if you still just have this gut feeling everything looks okay but you just feel like maybe today's not the day to fly or don't feel so good about it then just take the money that you're gonna spend on flying your airplane and go rinse yourself nice Corvette and drive to work we have to go for the day instead it will be cheaper okay okay so we've decided to go on our cross-country everything is good so how what would be the purpose of filing of plan the main reason you'd be filing a flight plan would be search and rescue services so if I say I'm going to be filing a VFR flight plane from Goodyear to Tucson then I would tell them what my route is my intent l to the color of the aircraft souls on board fuel on board and I sense I mean get there at noon 12:30 rolls around I still haven't called and closed the flight plan now they're gonna start searching rescue services which really means the first are just gonna call the FBO and be like hey is this guy on the ground even in the restaurant and go tell them to call us so we can yell at them and usually you know they just say don't do that again but if they can't make contact with you because you actually ran out of gas or you had some sort of engine failure and you're stuck in this field with no cell phone service and you weren't able to get off a radio call before you had to ditch in some farmer's field here then they're gonna start looking for you along that route and having the flight plan knowing that you were flying you know to Tucson via the stanfield vor is much better than than just looking direct you're looking over this wide swath of area they can look directly along that route to the Stanfield vor and a little more specific idea what they're looking for especially you know what kind of aircraft you have all that sort of stuff yes what are the three ways that we can file a flight plan to file a flight plan we could pick up the phone and call a briefer we could file it through our iPad yeah a Garmin pilot for flight all of us wonderfully if the apps we can file a flight plan right through there even when you file it you can't still have to activate it somehow so that's two separate stages and then lastly we could file in actually the floodplain in the air we could even file a flight plan over flight service frequency okay so how would we contact my service we wanted to do that airborne oh so say we take off out of Goodyear and I want to go ahead and file I'm flying it's taking me forever to get to Tucson so I want to file a flight plan just got some time to kill we've climbed up and the nearest frequency to contact flight service on I'm seeing we've got one here for Stanfill it's not my favorite because it's a one twenty two point one our and I hate the idea of having to transmit on twenty two point one and then listen to them over one fourteen point eight and half you know the vor in the background all that sort of stuff so I'm looking to see if we have any other our SEOs in the area then we might people get all of them on my Phoenix Phoenix so on this chart they've combined it with the Phoenix of your box hmm okay so we've got over the Phoenix people are are right at that location we could use one twenty two point two we could use one twenty two point six and we can transmit and receive on that frequency to talk to Prescott radio Prescott flight service station so we'd call them up and just tell them hey Prescott radio system one two three four five our position and trains me receiving over the Phoenix vor 122 point two and they'd say stand by your number 25 in the Q this is a flight training area we have a ton of students today mm-hmm we'll get back to in three hours and then you'll land in Tucson and you can skip the whole process there you go pretty close but let's say that doesn't happen yes yeah so if that didn't happen then they would basically say what can we do for you today and you say like to file a flight plan and you go through that same I believe it's seventeen box flight plan or the same flight plan form it's a great thing just to have like taped to your headliner just so you can run through it you want to give it to them in order you want to give them box one box two box three box 4 and you don't want to make them say okay tell me timing around feel on board color aircraft and the Near East upon to those two things just give them one two three four boxes and him say copy and then give them the next three or four boxes he'll say Roger or copy and and keep moving through that goes a lot quicker otherwise you're trying to have this conversation with this person but you're both probably stepping on each other at the same time and so it gives me quite a mess so about having a nice you know formed to flow with to to follow it makes a lot easier so let's say we decided to train you decided to train your student for their first night cross country mm-hmm so how would you prepare them for their night flight start with that so for night flying it would start off with some homework right so we'd be sending them a lesson plan say something like this so what we would do is I would send them basically this lesson to do beforehand so this is going to be basically their preparation for night flying they're gonna watch videos we're gonna see what it actually looks like so that they can sort of expect or know what to expect when we go flying tonight know how the world around them works and what the lights look like around airports so it's not all totally foreign they're not in all the entire time that they're flying once we go through this we're gonna be covering with in this lesson airport lighting how it works the different types of airport lighting what it basically means to us how it helps us you know visualize the runway at night and then all those nighttime illusions and how our eyes work at night so things like our eyeball a rough approximation of how our eye works is going to be light comes in from the world around us and back here we have cones and then we have these rods and this is a very rough approximation of the human eye the idea here is that at night the light comes in and it hits our cones but the cones aren't used that much at night the rods are used more so we actually have better night vision that's slightly off center viewing our peripheral vision is a little bit better at night than what we're directly staring at and the rods also rely a lot on oxygen to process that light so being able to hear some of our better drumming some of the human eye being able to have oxygen on board or stay at a lower I'll - really helps with that they say that it's recommended to be breathing supplemental oxygen above 5,000 feet at night so really a 5000 foot density altitude you know as is what we're kind of looking at there so most time we're gonna be flying above that especially around here in Arizona having some sort of supplemental oxygen at night will help our eyes process the light a little better it makes everything brighter to us okay now other can Oh sorry good people other considerations we're gonna be taking in advance of this besides going through all that your port lighting and all that is talking them about how they're going to prepare themselves from any flight so you know I mean I know it sounds silly but eating hurts actually helps you know having the proper diet and being healthy will really help you see well at night the other things that you're gonna be doing are to talk to them about how to set the cockpit lighting how to setup the airplane for themselves how to set their iPad lighting if it's a glass cockpit they want to know how to manually bright and dim all the instruments if it's a steam gauge shock but there's probably some instrument lighting that you want to be able to know how to manually brighten the dim really important to always have a headlamp with you have red headlamp for the purpose of they say carry a flashlight but you can't fly the airplane and hold the flashlight same time so the headlamp really helps here and the red light doesn't blind as much at night so red light does help and there's a couple of other colors and a couple of debates how valid that whole red light really is but according the FAA still really like red light okay sir we'll stick with that for now in terms of what we're gonna do on pre-flight mm-hmm we're gonna want a very bright flashlight and not necessarily a red one because although you want to protect your eyes it takes about 20-30 minutes for them to adjust from seeing bright light to being ready for a night time for those pupils to dilate and get bigger and letting the more light kind of increase the aperture so to speak of your eye the trouble is if you're looking at you're playing with a red light mm-hmm things just don't show up the same and you want a really bright white light because that's what you're normally pre-planning in bright white light during the daytime from the Sun to see any oil leak see any cracks forming see any screws that are just ever so slightly loose that are gonna come out during the flight and so you got a pre-flight and then you gotta wait you know 20 30 minutes before you go fly we would talk about things like I said you know how the the runway lights work and how we would like to ultimately look the lights turn off on them you know before they take the runway or something just so they can experience that feeling of being in this nice bright airport then also everything going black and then seeing that the training so they don't freak out when that happens when they actually go flying neo on their own and then of course we would talk about how we're going to be landing the aircraft if we don't have any lights so we have an alternator failure a fuse below as the line like just burns out it's very possible to land the aircraft with no lights and we would talk about how we could do that basically setting up on a nice stable approach down to the runway flaps fully configured stable power setting just coming down letting the aircraft sink into that you know to those lights on the edge of the runway around you and I use your peripherals and of course it's hard to demonstrate for them but you never want them to ever try to attempt to land on a runway without lights at night it doesn't go well it's really really difficult especially if there's no moon out mm-hmm aside from that we would also talk about 91 205 and the additional equipment we have happen more working for us during night fight and then a little bit about reference to instruments see you go around at night and you have those illusions of having power it makes you feel like you pitch up so you might push forward you take off out of some of these airports where there's no surrounding lights of the city at all and you're off the runway the lights fall way behind you and there's just blackness in front of you on a night with no stars and no moon there's no horizon in it's just the same as being in the clouds at that point and you have to be a hundred percent on your your instruments then really scanning outside an aside but really relying on those instruments to keep the wings that will keep the airplane climbing the number accidents of people taking off envy of our conditions but you know with no no light at night and you know getting into one of those you know left turning spirals down to the ground right okay so you mentioned earlier about using oxygen at night mm-hmm so what's is there something special about aviation oxygen versus say medical oxygen yes so you don't want to use just any option when you're feeling oxygen bottles on an airplane we fly in cold temperatures and regular medical oxygen because it's typically gonna be administered indoors if there's any sort of moisture in it it's going to be liquid that's fine I'll just flow through the bottle but when you're dropping the pressure on a bottle it gets cold and so we have any moisture in our aviation bottles and we're up at you know ten degrees Fahrenheit negative 20 degrees Fahrenheit plus we're dropping the temperature on the bottles as we take oxygen out that moisture could freeze and then stop the flow of oxygen and then we have a bunch of oxygen behind some ice and you definitely want to hold your lighter to it to try to melt it so we want to use aviation oxygen because that has specifically been you know had all the moisture removed from it so it's good and dry it'll serve its purpose okay good and what other times might we want to use oxygen other times we'd want to use oxygen we've been looking at it'll tell us that anytime we're above 12 5 between 12 5 and 14,000 the crew would need oxygen if we're there for more than 30 minutes if we go above 14,000 we need oxygen right away is the crew in above 15,000 passengers need oxygen right away or at least offer it to me you can't force it take it if the kids are screaming you know Hanna Toulon if they don't put it on Sophia so could you quickly describe how a pressurized cabin works sure so pressurized cabin pride of us draw a little diagram here a first-timers cabin it's getting me I can't just go on any old airplane it needs to have some sort of pump to pressurize it in the first place so if we're going to have a pressurized cabin say that this is our fancy propeller our cabin so we've got our cabin here we've got our engine compartment and the engine is going to have either be a turbine engine so it's going to have some bleed air coming off of the turbo or off the engine itself off the compressor stage or it's going to be a turbocharged engine that could be a piston engine with a turbocharger again taking some lead air off of the compressor stage compressing the air and flowing it into the cabin so now we can create pressure in our cabin we have to regulate they have a pressure somehow so we need to put a hole in there somewhere we try need to kind of regulate this hole with a little bit of a valve and that valve is not going to meter how much flow goes out of the airplane and it could close to pressurize the cabin it could open to allow air out there may also be a dump valve involved so there could be another valve that maybe weight on wheels or when we land or an emergency you know dump valve that would actually depressurize the cabin quickly for us why you'd want that as when you land you wanted to be fresh dry so you have to open the door rapidly you could if the air Prince pressurizer will be opening any doors now in combination with this we're going to have our multimeter but we're also going to have another gauge that would be our cabin altitude because we want to know how much pressures in the cabin basically so if our altimeter says we're at you know 15,000 feet our cabin altitude we'd like to keep it at 8,000 below so to lower the cabin l2 we would want more air to come in and this is all typically done by some sort of you know on that regulator and the regulator is typically connected to one of our outflow valves that just opens and closes to meter how much air is going in and out so it's those key components a little bit more complicated this is kind of an oversimplification we're gonna have a dump valve a regulator valve our normal altitude our cabin altitude in some way of pumping air into that cockpit itself that stills but let's get back to some air space sure okay so around here we have some special use airspace could you talk to me a little bit about that sure we've got the Lucifer that we have mentioned which is you know one key zipper information like we said found our 93 and they're usually denoted you know a little different between zipper and special air traffic rules I guess but we have that white area around there Ketchikan Alaska has that same white area and then we could find like around the Grand Canyon where we have that blue line that's notice the sifri around the Grand Canyon we also have things like restricted areas we have MOS which ones right here down here yes all over the places around here we have alert areas meaning tons of students falling around mm-hmm boys can cruise through no problem but if they're hot really want to watch out find a lot more information about them on the side panel chart put a lot more information by talking to rolling agency lists on the side panel chart or within the FB usually can just tap on it they'll tell you who the controlling interest is to get a hold a center get a hold of somebody that you know is in charge of that air space for restricted areas we can fly through them but we're gonna again want to contact controlling agency make sure it's cold and they'll tell us hey the air is cold we you can go ahead and fly through it if there's a prohibited area I don't see any prohibited airspace around here maybe that's another restricted airspace prohibited airspace we're not going to fly through period its prohibited meanings I'm just not gonna happen I don't think we have a need around here gotcha control firing areas I don't see any around here I know there's somewhere in the Great Lakes and further up north the CFA's they're not actually charted uh they're just going to be places where the military shooting off big guns and they monitor for aircraft from the area so they're supposed to shop shooting their big guns when we get near by national security area NSA I know there's some out in the desert don't believe there's any on our sectional chart here today but yeah that would be another area that we want to avoid and simply just you know call up and get some information on if we had to fly through there there's gonna be areas that they'll say you know for reasons of national security pilots a request to maintain you know such-and-such altitude and aside from that we have warning areas and we'll find offshore very similar to warning area as similar to restrict area but you can always cruise through it my hot were cold so I guess it's a little bit more similar to an MOA in that regard we have the ADA's here with the border with Mexico and air defense identification zone basically bringing me crossing the ages we need to be on a DVF our flight plan or an IFR flight plan have a discreet squawk code and you know have be in contact with ATC in that regard that's some sort of flight plan and other than that believed that mostly covers it about some Tia farce shorty if ours we won't find on the truck because it's paper so that doesn't light up very well Oh like our iPads too but we'll see TFRs potentially pop up depending what AFB provider you're using if you're connected to the Internet TFRs our temporary flight restrictions now the Pinery buys the whole sporting game TFR where it used to just be the three miles 2,000 feet 30,000 people deal now it's if there's a TFR they're gonna publish it you don't have to know about every single football game going on between here and wherever you're flying to you call flight service you get the briefing through your iPad however you do a legal briefing 1-800 whether briefed I call the TF ours will be on there if they're all ready it'll specify the dimensions the width the height the active times from there it goes into affected and when not sometimes you can fly through TFRs with HTC permission you can never fly through one with out ATC permission and sometimes they won't let you through anyways especially when it's like the president or vice president mm-hmm but when they're just a football game T VARs oftentimes they let you cruise through the Disney TFR in Florida you can fly right through with ATC permission so it's for reasons of security or flight safety even they might have a TFR for like the space shuttle launch or you know for rocket launch for drone activity things like that and we can find out simply you know through the briefing good okay mm in our cockpit what would be a good resource for no domes and TFRs what we're flying around they can pop up at any time so the best way to stay alert to it if you had a dsb or some sort of you know data service coming into your airplane you could potentially find out if you have some sort of data to your iPad it may pop up however the best way is gonna be call flight service you know if you're in a long flight get another flight briefing halfway through your flight talk to flight service that way you can go through your iPad you can talk to approach or Sentra they're gonna be aware of any TFRs that are popping out and using those resources just over the radio is gonna be one of your best bets okay good I think we're ready for a break that sounds great to me all right so that is the end of this session of the CFI oral exam we will pick it back up in the next video if you're looking for a good place to be a CFI well look no further than Lufthansa aviation training USA goodI Arizona great airplanes great place to work great benefits and really good place to build your time or to become a career CFI so thank you so much to them for making this video series possible we will see you guys in the next video series now there's a little bit delay these coming out here on YouTube so if you're looking for these videos to come out a little bit faster well click on the link below and that will direct you to Lufthansa aviation training usa.com their website and you can find that this complete series available there on their website other than that we will see you guys in the next session [Music] [Music]