CFI Oral Exam: Responsibilities and Procedures

hey guys welcome back to the next session of the CFI oral exam we&#39;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&#39;re listening you&#39;re watching you&#39;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&#39;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&#39;s go right back into the CFI oral exam so now we&#39;re going to move on to responsibilities as a cf I will be using the scenario of a 15 year old kid who wants to begin flight training and that&#39;ll be the the remainder of the oral-b based on that I have many simple questions but some of the questions will be scenario based as I want you to take me through what you would do to train the student from zero to a commercial pilot not including an instrument rating okay okay got you alright so we&#39;ll start with some of the simple questions as an active flight instructor what does the TSA TSA require you to do before start you start flight training a u.s. flight student so with a u.s. flight student you would need to verify citizenship and you kind of get like one free pass so to speak one flight lesson where you could take them out on discovery flight without really doing any sort of background or verification there but after that if you&#39;re gonna provide more flight instruction you need to verify citizenship but passports good birth certificates good and you would log that as an endorsement in the back their logbook that you verified citizenship and that&#39;s pretty much the extent of it for a US and a foreign flight student you would have to through the TSA alien flight a alien flight program okay thing you&#39;d have to go through that website apply as a flight instructor have them apply they&#39;ll submit fingerprints do the background check and pay like $150 one-time fee eventually get approval and then you&#39;re approved to train that student in that airplane first that period of time okay so that&#39;s how you would have to go back with that okay and who is required to complete security awareness training so security awareness training is basically required by the TSA for CFI someone who&#39;s gonna be teaching has to complete that and that&#39;s I believe annually and it&#39;s really it&#39;s a simple course you can go on a OPA and they offer it for free and takes fifteen twenty thirty minutes you go through you the certificate you print out and you&#39;re good for that year okay how when do you have to have it complete I believe the rule is you have to have it completed within 60 days of date of hire so if you get hired at flight school then within 60 days of your date of employment you have to complete the security awareness training good okay do the requirements for citizenship verification apply to flight reviews instrument proficiency checks and aircraft checkouts or so I mean do you like a flight review we&#39;re making my double I in do an IPC or I&#39;m just doing a runner checkout it&#39;s not considered flight training because that person&#39;s already a pilot so it&#39;s more like the initial flight training is when you have dude so even if they&#39;re not a US citizen but they already hold you know an F a private then that&#39;s kind of good enough for me so I only have one somebody comes to me with a private or better than I really have to do any sort of verification as far as isn&#39;t sure good okay so what endorsements would you our students need prior to still though prior solo they&#39;re going to have to have the endorsement for the the written exam or the pre solo test everyone have to be endorsed that they&#39;re competent that making model aircraft for solo flight and any endorsements that would be for operating that particular aircraft so what airplane would our student be using a serious sure so like a cirrus sr20 it&#39;s a high-performance aircraft it&#39;s over 200 horse yes weights add to it yeah these are 215 215 okay so over to NIM horsepower they need the high-performance endorsement and you have to complete their training with that goes along with that it&#39;s not retractable it&#39;s not complex so they wouldn&#39;t need anything like that it&#39;s not tail wheel and we used to endorse the back to medicals now we don&#39;t they have a student pilot certificate and basically I&#39;ve just referred to AC 61 65 whatever rendition we&#39;re on now I believe the last one I saw was GE but they keep changing hmm when I first became to see if I I think we were like see yeah let&#39;s see your ears on the other a while ago so refer the most current renditions of AC 61 $65 walk me through all those endorsements for it pre solo student okay and you brought up a student pilot certificate how do we do that today so a student pilot certificate is done through I akra know it used to be just when you got the medical the back of the medical was the student pilot certificate now you can take anyone and put them through our acro and it wants them to be 16 if they happen to be trying to sew on their 16th birthday there&#39;s you could call up 760 that believe there&#39;s a way to to put the paperwork through so they will have this to mouth check it in fact on the date of their 16th birthday so they could do that sweet 16 solo but yes everything&#39;s on track right they&#39;ll get a plastic card in the mail a few weeks later just like a regular pilot certificate and that&#39;s good forever it doesn&#39;t have an expiration date anymore okay how the medicals you know the superpower certificate expired along with the medical right so now that the CFI is doing it instead of the medical examiner do you know why that way you can actually verify identity and put you know they kind of go through a background check so to speak through our Acra when you put in there it in somebody else verifies are it in we just put in all the information and with students whose English is not their first language we need to verify that they yes are actually English Proficient tonight so when you check off that student pilot certificate box so to speak an accurate you&#39;re verifying that they meet the English language standard sometimes it&#39;s an issue we have here so yes okay so you already mentioned that one how how long until a student pilot would have to do a flight review a student pilot would never have to do a flight review they would just need to be reimbursed for solo flight and there&#39;s no flight review if they&#39;re just coming back to fly with an instructor on board so there wouldn&#39;t be one first-to-file prepared the question how long is the temporary certificate valid once the student passes in the check rate Oh that&#39;d be 120 days so if they don&#39;t have it you know within eighty ninety dish days call ifs 760 start looking into it see what&#39;s going on with their application it got hung up somewhere you know something their name on their driver&#39;s license didn&#39;t perfectly match the name on their written exam or something like that so do you need a flight review to instruct so I would need to fly review just as a normal pilot if I&#39;m gonna access P I see I don&#39;t necessarily have to be P I see to be instructing so if someone else was already a private pilot and they agreed to be P I see for the flight then I could provide say a flight review or an instruction without legally being PSE for the flight so I may not have a current medical or flavor you but I could still instruct as long as I see if I certificate was valid so how long is your CFI certificate valid for it&#39;s valid for 24 months and that&#39;s basically from the date you receive it and then you can renew it within three months of the expiration that you could renew it for they&#39;re 24 months based off the number of students you&#39;ve signed off if you meet the minimum in 61 187 or 61 197 maybe 29 maybe what do you guys okay and that sounds accurate either way in 461 we could refer to that I&#39;ll tell us when we what criteria we have to meet to be able to renew this certificate and basically off student sign offs off of completing in person renewal course leading a online renewal course in e4 flames return nil course or simply just you know taking it an additional checkride say adding your double I writing year I mean I kind of reset that clock mm-hmm good okay all right so what records do you have to keep for your student so records that I would have to keep so for our 15 year old student I&#39;d be keeping records of who I endorse for solo flight so that would be basically you know the solo endorsements I would have the the endorsement for the written exam record if he passed or failed it I would have the endorsements in the records of endorsement for the actual check ride and just I mean personally I would keep record of all the training I did with them but just the legal bare minimum basically just those endorsements is what I need to keep track of and the result of the pass/fail test and I believe that&#39;s for three years after you&#39;re finished with the student okay so what do you have to log in your students log book in your students log book you&#39;re going to need to sign it every time you give a flight instruction and you&#39;re going to have to log basically what&#39;s required in part 6151 maybe you have log books where it describes the dates the aircraft registration the remarks of the flight the flight time those bare minimum criteria must be in the logbook most logbooks meet that criteria are exceeded with a few other line entries but just because the logbook came from a si org line or whoever doesn&#39;t mean that its proper there may be a column missing or something so you want to verify that back with the regs okay and in your logbook do you have to log anything for your student oh I don&#39;t actually have to put anything my logbook except from those records that we did discuss um if I don&#39;t want to log the flight time it may sound bad I just don&#39;t care anymore like the airplane doesn&#39;t care how many hours I have mm-hmm and it doesn&#39;t matter when you tell people how many hours you got they don&#39;t really care either so once I&#39;ve hit my 1,500 I got my TPM done logging time for the most part of it then what&#39;s legally required for me to operate this P I see so I log my three takeoffs and landings every 90 days and things like that good okay how would you obtain an appropriate medical certificate so for the student or for myself how I would direct them is basically to go on you know the fa website go to the AME locator type in their zip code look Raimi&#39;s in the area I know of a few locally that could refer them to and then kind of guide them through filling out the medical application and the acronym of those escapes me at the moment myth Express med Express yes-men Express and they&#39;ll get their confirmation number they&#39;ll give that to the receptionist when they book the appointment with the AME and it try to guide them to the appropriate - terrific they need you can have them get a first class if they want to go the airline track and make sure that there&#39;s nothing wrong with them but a third class is more than sufficient for all of your flight training through commercial and CFI for a 15 year old yes how would you get a medical certificate in the event of a possible medical deficiency safe something is missing some fingers missing some toes missing an arm has something slightly amiss with them call the ami discuss it with them you could call Fisto and talk to someone who&#39;s familiar with sodas so it&#39;s a statement of demonstrate ability where you might train the student you know for 10-15 hours with the Meritor solo and then they might go fly with an examiner from the Fisto who will determine that yes he&#39;s missing some fingers but he can work the flight controls and operate the aircraft safely no problem and they give them a statement of demonstrate ability that he&#39;s good to go and he can get a regular medical would it benefit was something like high blood pressure so something like high blood pressure would be I would deferred the ami on it there sometimes there can be special issuance medicals there may be special criteria or limitations they place on the medical where I&#39;ve seen somebody with the second class medical that was only valid for second class privileges when they were accompanied by another pilot so they had to always be part of a two-man crew unless they were flying the third class privileges and they could fight by themselves and their Cessna 172 but sometimes I think that gentleman had a pig heart installed so there&#39;s workarounds that oak City the doctors there and your local AME can confine to help you achieve a medical certificate you don&#39;t want to be denied for it up for us so once you deny it&#39;s a little tougher so you want to help them work through those problems before actually really applying for the medical and getting the denial good okay so let&#39;s talk about some medical factors some causes symptoms effects corrective actions so let&#39;s start with hypoxia so hypoxia is basically there&#39;s a couple different types most common thing is just gonna be you&#39;re flying too high the airs too thin you&#39;re not getting enough oxygen fingertips turn blue lips turn blue feel a little drunk symptoms are different for everyone so it&#39;s nice if you could ever have the opportunity to take students to like a high altitude chamber where you could put them Sinnott hypoxic state and they could recognize those symptoms and themselves but typically it&#39;s going to be due to too much altitude it could be due to medical problem where their lungs to start taking into the Fox chin it could be drug there on that is preventing oxygen absorption blood but typically it&#39;s just flying too high and you need to fly a little lower okay how about hyperventilation hyperventilation is breathing rapidly in a stressful situation common flight training or post flight training you just start breathing too much any wind up breathing so much for that rapid heart rate and everything that you actually have a lack of carbon dioxide in the blood so you&#39;re exhaling so much you&#39;re dumping all that co2 and you know it gives you similar symptoms you know to hypoxia sometimes it&#39;s just you&#39;re not gonna be able to function well the solution that could be breathing into like a brown paper bag trying to restore and recycle some that air so that you restore those levels of co2 the best thing is just calm down mmm-hmm and breathe deep and slow mm-hmm good how about middle ear or sinus problems middle ear sinus problems flying with a cold mom going up can hurt coming down can hurt a lot lot more the air will escape as you go up and then your ear sort of it would be a little bit so pardon my weird head but with the ear we have this opening here and it&#39;s this through this little tube called that wearing tube and then there&#39;s a little pocket of air here in that pocket of air as the pressure drops over here so we have low pressure that air is going to become high pressure and hurt a little bit and it&#39;s going to squeeze out and kind of go through this tube the tube normally is almost shut nearly and if there&#39;s any sort of fluid in there it will basically effectively close it off there&#39;s usually a little bit of space but with any sort of fluid or congestion it&#39;ll close off that to the air might be able to kind of bubble out and then as you descend this becomes a high-pressure and it tries to push back through it just closes even tighter and so now you got a lot of pressure pushing the inside and it really hurts and they could rupture your girona could really affect your hearing the best thing to do would be to try to go back up and then descend slower to I have no clear their ears try to swallow as you swallow it it kind of pulls down on these parts here and pulls that tube open to allow for for air - you know equalize between the two you could even try like worst case scenario exhaling with your nose pinched to try to equalize the pressure so ultimately the best thing to do would be to either with the student go back up and then have them try equalize the really best thing is don&#39;t fly when you&#39;re congested make sure your passengers are congested when you&#39;re flying in on pressurized airplane be aware of the cabin altitude you&#39;re going up to and you know if it they teach your students that if they have a bathroom that this happens to go back up just send us lower at the end the day itself when you have to land so it&#39;s really bad and they just can&#39;t clear their ears and they&#39;re an extraordinary pain the eardrum will eventually rupture and the pain will kind of go away the pressure equalizes a little bit of blood drips out mm-hmm I&#39;ve had that happen to me and the hearing goes away for a couple of weeks depending on the severity and then it comes back mm-hmm it&#39;s more important to land and let your eardrum heal over a few weeks end is to run out of gas trying to solve this problem good okay how about spatial disorientation spatial disorientation number different ways we could get into this I could probably make a whole lesson on spatial disorientation and I would take you to you know less than I have here as part of my EFT or part of my seat by notebook that walks you through basically all the illusions you get into specially at night or even in the daytime if you&#39;re if you go VFR and I see would be a really big example of spatial disorientation practicing with students under the hood helps train them for that letting them understand the associations with how they might accelerate and then that translates into a pitching up motion or if they decelerate it translates into them thinking that their pitching down even though they&#39;re not and trying to make them experience those illusions while they&#39;re under the hood saying what are we doing now you know oh we&#39;re straight and level and have them take the hood off and see that in fact there are no you know 30 or 40 degree Bank would probably be a great way to demonstrate that and in preparation for like a spatial disorientation let&#39;s note assignment homework send them a few videos then have them watch those come back in we would go through the lesson together on the ground school review any questions they had go out and do them assigned a little bit of study homework as well at night you have the runway illusions you know I have videos that kind of show that you know coming into a very narrow runway at night makes you feel like you&#39;re higher than you really are so you might want it being lower than you want to be coming into a really wide runway night makes you feel like you&#39;re low so then you wind up you know flying a higher approach the coming into a down sloping runway or an up sloping runway how that would affect you on approach and basically just trying to you want to create and make it real and make it scenario based so you want to create a scenario where they might get into these you know possible to spatial disorientation moments and show them when they&#39;re going to possibly experence something and then try to make them feel that in the airplane and really get them to that experience so they can recognize it themselves when they&#39;re out there on their own okay could that happen just from the middle ear sinus problems possible it certainly could the inner ear I&#39;ll play a lot of tricks on you as far as your balance we rely on the flu in our inner ear to kind of tell us where our balance is so having congestion even could mess with you as far as what you feel your equilibrium is the pressure changes could really affect that as well yeah okay oh how about carbon monoxide poisoning so carbon monoxide poisoning most often is going to be from exhausting the cockpit most often that&#39;s going to be from running the cabin heater with a cracked huzzah manifold and the shroud is in capturing exhaust and feeding that into the cockpit rather than just hot air best way to handle that would just be turn off the heater open the windows get that Co out of there ASAP I know for me my throat gets a little bit sore no you get a little bit of a headache smells kind of exhaust like carbon monoxide in itself has no odor but because it&#39;s associated with exhaust when engine you&#39;ll have that airplane letti oily smell in the cockpit a little bit that comes along with that so similar to hypoxia everyone&#39;s symptoms vary but typically nausea headache for me that kind of raspy throat the exhaust seems to irritate it is a big Q that we&#39;re getting Co in the cockpit okay baby land as soon as possible yeah landing as soon as possible would also gets for everything to do at that point so how would fatigue and stress affect fatiguing stress fatigue like a factor in almost every accident ever people just not being a hundred percent rather they may have just flown a lot that day or they could have been fatigued leading up to it two different types of fatigue we have acute fatigue and chronic fatigue basically acute fatigue is I think well last night and chronic fatigue is I haven&#39;t slept well in weeks mm-hmm acute fatigue you might recover from in a day or two or three of good sleep and correct fatigue could take a very long time to recover from there&#39;s a lot of things associated with fatigue like overly optimistic decision-making when you&#39;re very tired delayed motor skills delayed reaction time and the fact that the most insidious thing is you don&#39;t they feel fatigue sometimes you feel even better or you feel alert but you just don&#39;t realize that you are impaired but almost the same as being impaired by alcohol and you have to just gonna be honest with yourself about your how well you&#39;ve been resting you know even if you&#39;ve been getting hours of sleep it may not be good hours of sleep if you have a lot going on in your life that&#39;s stressful like you know problems at work problems with the relationship financial problems whatever it might be can be affecting the quality of the sleep so you might be getting the eight or nine hours or seven or whatever you need as a person but it&#39;s not quality enough and it leads to chronic fatigue down the road that will really affect you flying so if a student&#39;s fatigued or this should only be like training and if they have any of those problems outside prospecting is your responsibility to help them realize that that&#39;s what&#39;s affecting their sleep and try to remedy that for them trying to teach them this skill so they can handle it later on in life at some point you&#39;re gonna have little bit of stress in your life okay yes and stresses is yeah it&#39;s such a catch-all phrase mm-hmm and it&#39;s sometimes hard to recognize so for our fifteen-year-old yeah it&#39;s tough to explain that to a fifteen-year-old but you do your best and you know it&#39;s one of those things that you know it comes with age a little bit too late you figure out so here in the desert we have an issue of with dehydration as we know so it&#39;s not a little bit about that sure I go through way more water here than girls dehydration it goes back to Maslow&#39;s hierarchy very bottom there yeah we need food water sleep to be able to learn and be able to operate as human beings so you&#39;ve got to have water with you so what I do kind of have like a little sheet I give to students if you know your when you go to college class your first day and the professor gives you the syllabus for the quarter or the semester gives you what you need to be successful in their course I try to do the same thing with my students where I&#39;m going to give them this little sheet that says one of the things you need is a flank bag and in that plate bag there should be two small bottles of water two granola bars kind of the bare necessities of hey we&#39;re gonna be flying and you need to always have water and always have some food because you&#39;re going to be rushing from work to get here in time for the flight lesson and you won&#39;t have time to stop and grab a bottle of water or stop and eat so at least eat the granola bar to meet that basic you know me at the bottom of the pyramid of Maslow&#39;s hierarchy good okay how about the effects of alcohol and drugs and their relationship to flight safety so alcohol bad news or drugs and not just drugs but over-the-counter meds ot C&#39;s can really affect you as well we can focus more on that because that&#39;s what your 15 year old might be more have more access to sure so with just regular over-the-counter meds who believes parents are monitoring that in some way or shape form but your normal doctor me not your normal family doctor may not even have the answers to this they may say oh that&#39;s fine for flying or operating machinery the FAA is ultimately who gets to make the call and the sort of stuff so looking at the any of the FAA approved medication list will be a great place to start on the website if the men isn&#39;t approved then call the me and say hey what&#39;s the story on this one is it about to be approved is it okay is there a substitute I could take instead the best thing is trying to taking sort of drugs or medication and of course teach the young student that don&#39;t drink fly don&#39;t drink the same that you&#39;re flying you know and you have the neede average ball throttle point o four-limbed inning is mm-hmm okay good okay let&#39;s talk about scuba diving so the effects of nitrogen excesses that occurred during scuba diving have that effect pilots or passengers so you want to make sure that your students that if they&#39;re scuba diving it seems like a lot of pilots scuba dive too for some reason we like to go up and legs go down we&#39;re just not comfortable at service but teach them a student when they have passengers at scuba dive or if they themselves scuba dive most hours are well aware of this but typically we say don&#39;t fly off from 12 hours of a dive and no flyer from 24 hours of dive if it was a decode dive so he had dqo stops on the way up where was a very deep dive as you climb in altitude that nitrogen could come out of your blood and give you the bends so you could be fine on the ground to start climbing and you could have some really serious problems scuba divers also have their timetables that calculate the time till it&#39;s safe till they fly and it&#39;s important to understand how cabin altitude relates that because most of those dive watches will tell you only need 17 hours so you can go fly not 24 but that&#39;s a need to count usually a airliner which has an 8,000 foot cabin altitude max and we could easily have a cabin altitude of ten eleven twelve thousand five hundred feet and our airplanes which is a lot higher lot less pressure so taking that into account basically just give yourself a lot of time between the dives and the flying good okay so how long will our students medical be valid the students medical say I set them for a first class med release 15 so he&#39;s under 40 it would be a first class for a year and then you would have four years of third-class privileges still a first class man just their class privileges if I saw them for a second class you&#39;d have the years the second class four more years of third level and then something for the 37 five years 60 months 60 calendar wants us how long and the student pilot certificate is valid for now with the plastic card if that&#39;s what we&#39;re giving them then it is indefinite does not have an expiration date okay so what does our student need to have with him when he flies solo so he would need to have his logbook with him mmm-hmm with the endorsements in it the paper logbook works like it has for the last hundred ish years or digital logbook works now to some saw people I really recommend my students keep both just for backups sake and as they add more time it becomes easier to deal with an electronic logbook so they need to logbook with them they need the endorsements they&#39;re going to need the student pilot certificate some sort of photo ID their medical certificate and aside from the all the other here documents I would pretty much be it okay so what needs to be part of the pre-solar written test the priscilla written tests is tennis-ball for us in 61 87 Bravo a little bit bag have a smell out of course but basically applicable parts of 61 and 91 in what&#39;s contained there within sixty one eighty seven Bravo make sure you hear all those key points with your questions you have me fill out the test take it home work on it open the book bring it back in you go over any answers and correct two hundred percent with them you sign it off you know that you both correctly two hundred percent you give them the endorsement on the logbook and that&#39;s that&#39;s the extent of the pre silver okay so what do you need to train the student on before allowing them to go solo before a lot of them to go solo part sixty one spells out for us the bare minimum training we have to give them there&#39;s a few extra things I like to do with students I think it&#39;s important for them to see but at a bare minimum sixty 187 tells us taxi takeoffs landings bill arounds collision avoidance Airport traffic patterns climb strange descents the basics basically the emergency procedures emergency procedures everything contained within sixty one eighty seven and Charlie good you know let&#39;s go look it up good alright so let&#39;s move on after your student gets their certificate if they don&#39;t fly for a few years I need a flight review then what would you do and they come to you for that um so say they haven&#39;t flown in a few years I would get into 61 ninety eight is an advisory circular that is basically you know remaining proficient and current talks a little bit about flight reviews there&#39;s an FAQ I commit entitled conducting an effective flight review that I would review to make sure I set up for the flight review right assign them some homework some study material really trying to figure out what type of flying they&#39;re doing or lack thereof with typically he wants to be doing if he&#39;s getting back into training concurrent again is he trying to go across country whole bunch does he try and just be a weekend warrior in the pattern doesn&#39;t want to upgrade to faster tailwheel aircraft what is it that he&#39;s trying to do and cater the flight review to that minimum one hour on the ground one hour and flight her 61 56 maybe and it&#39;s probably gonna be you know after three years probably be many hours in the ground you know several hours in the air and there&#39;s no such thing as like failing it was just if he doesn&#39;t complete the flight review you simply log it as you know did part of the flight review and we got a little more to do yet till I&#39;m comfortable signing off okay good all right okay so that&#39;s good let&#39;s talk a little bit about visual scanning and collision avoidance okay you can tell me how you might teach visual scanning inclusion of what it&#39;s two different queries you might cover sure oh I&#39;ve got a little bit of a lesson playing pulled up here for that so say we&#39;ve got first thing we need to talk about would try to be visual illusions so we could talk about you know any sort of illusion was looking at another aircraft when there&#39;s two approaching head-on typically if you&#39;re on a collision course that&#39;s wings on a fuselage by the way if you&#39;re on a few slaw if you&#39;re on a collision course either here or head-on with another aircraft there&#39;s gonna be no relative motion between you and the other airplane it&#39;s going to seem almost as you&#39;re kind of still in space it just seems to be getting bigger in the windscreen would be a big clue that you&#39;re on a collision course with them when you have near craft to aircraft approaching each other just like when you pull up to a four-way stop the one on the right has the right of way so if you&#39;re this guy he has the right of way and you&#39;re supposed to either turn before him or turn to the left or somehow get out of his way because he has the right of way now at the end the day you see you avoid and the key word as you avoid you do whatever the heck it takes to not hit each other if you&#39;re approaching head-on they say oh there perhaps should turn to the right which results in not hitting each other but again don&#39;t hit the other airplane regard what the rules say make sure you steer course you you&#39;ll be expecting both to turn that direction if he somehow it turns into you whatever make sure you don&#39;t hit the other airplane a great thing to do when you&#39;ve seen another airplane you&#39;re worried about a collision course is just slow down and buy yourself some time if you&#39;re doing 140 knots slow down to 70 or 80 knots that just double the time you know just slow down from 140 to 145 30% more time to deal with the situation proper visual scanning procedures we kind of break the sky up into sections so it&#39;ll 10 degree sections and just look out there and kind of look at one for you know half a second a second and then shoots your eyes look at another look at another okay another just keep working your way across occasional net scan will come back into the cockpit into the instruments where you have your nicest expect down there and you&#39;ll be looking at that but keep scanning around and look around you as much as you can try to move your head a ton if you don&#39;t need to but of course crank your head around look don&#39;t use a sweeping motion just kind of turn your head and move your eyes then but when you&#39;re flying your straight level for the most part you&#39;ll just be moving your eyes and shifting them but absolutely by all means move your head around and every piece of available glass or plexiglass around you every piece of vailable real estate try to check that and see what you can see for other aircraft as far as um basically poor visual scanning and increased collision risk a big thing that will happen is usable scan constantly because it gets tiring you&#39;ll do it for 10 seconds a minute 5 minutes eventually you just lock on to one thing you lock on the instruments and lock up to one section on that horizon in georgia&#39;s flying because when you&#39;re driving down the interstate you&#39;re not constantly scanning around you you&#39;re just maintaining your lane that&#39;s not great because you won&#39;t have situational awareness of what&#39;s going on around you most midair collisions occur with you know some sort of sideways impact they&#39;re very rarely head-on so again that&#39;s going to hichy or that you&#39;re going to hit you&#39;re probably gonna see if you&#39;re just looking straight it always seems to be something that comes from the side so maintaining that scanning technique during the day in especially at night and then we&#39;re looking more for life than we are for actual airplanes in trying to understand the difference between only have an aircraft if you have do you have any boating experience years ago when I was little okay well port and starboard whatever might be so on our aircraft we have the red light on the side the green light on that side we have a white light on the tail and then we have a beacon you know sometimes on the belly sometimes atop the tail but if we see you know right there green a white and they&#39;re probably away from us or we just see only a white and a red flash and spread the beacon on the tail they&#39;re going away from us or we&#39;re overtaking them if we see the red and the and the white light you know or the red flashing red in the white light they&#39;re probably passing from right to left so trying to understand how we can see that in three-dimensional space and that&#39;s a written test question that the student would want to pay extra attention to for the Private Pilot written as far as talking about you know speed difference we said one of the great things we can do is just slow down when we have two airplanes flying about 120 knots kind of typical 172 or serious sr20 speeds two guys flying 120 knots at each other they&#39;re both on two miles a minute so that would be you know four miles a minute I closure rate and that gives me about 15 seconds if you&#39;re a mile away then there&#39;s 15 seconds before they would meet now again there it&#39;s really head-on so it&#39;s a little bit slower that but seeing an aircraft from a mile usually you can see it but if it&#39;s the corner you may not notice it until it&#39;s a half mile or a quarter mile and that&#39;s where the speed factor comes in as you fly high performance air planes high-performance airplanes they go faster things are happening a lot faster closure rates are much greater and that&#39;s something to take into consideration of why we like to train slower airplanes just little bit easier in that sense great exclusion risk we could probably find in the traffic pattern on near airports and on very clear sunny days it&#39;s not like low visibilities gonna prevent us from seeing other aircraft because we shouldn&#39;t be flying in half mile abyss anyways so if we&#39;re flying in three miles five miles six miles of is we should still be able to see the other airplane a mile away and that low visibility the lower light may actually help us notice the lights on the aircraft that&#39;s why we always run with our landing lights on our taxi lights on below 10,000 feet they&#39;re LED we just keep going all the time we try to strobes on all the time and if it&#39;s at all reduced visibility Tyrell the nav lights and especially at night for flying in clear days it&#39;s just that everyone likes to fly on a clear day so there&#39;s a lot more airplanes in the air a little higher risk of collisions there okay well that&#39;s good so now let&#39;s talk about runway incursions but what you might teach your student about that how to avoid those sure so with runway incursions there&#39;s number things we can do to try to avoid them one of the great things we have our taxiway diagrams on their iPad so we actually can pull up garmin pilot for flight a number of different AFB providers or we can see a geo reference plate meaning we can see the aircraft on the taxi cart as we&#39;re texting around the airport so we know right where we are the problem with that is the iPad is usually here flat with an e board yeah I&#39;m steering the airplane like this and mowing down taxiway lights as I go we&#39;re not really recognizing that there&#39;s a whole short line or something in front of me so mounting the iPad in an appropriate location or being able to have some sort of you know short-term photographic memory look at the come - please stop look at the chart understand where you are what&#39;s your next few steps are okay well there&#39;s that you know sign determined I&#39;m Bravo there I&#39;m just going to go straight to right at Bravo and I&#39;m gonna you know come to a stop and look again or from there I know my way I can follow the directional signs right to the runway that way you&#39;re not looking down yeah taxing the airplane you should never have your eyes anywhere but outside the aircraft moving on the ground there&#39;s really not any sort of engine or airplane instruments that are useful when we&#39;re on the ground or that need attention on the ground when you&#39;re approaching and you rock I doesn&#39;t need any attention when the aircraft are moving so it&#39;s a great tool just once used properly the other thing would be fair ensure where you&#39;re out on the airport to simply request progressive tax instructions and familiar airport and let them walk you through how to navigate around they&#39;re not that you want to rely on that everywhere you go but it&#39;s a useful tool to put into practice when you need it the usual tool to have in your back pocket so what&#39;s a hot spot a hot spot is going to be basically a place where someone has messed up before so we can look at you know a taxiway diagram here see if we can pull it off we can see here like Chandler Arizona has a hot spot right there and the idea with that is it may be he just looks confusing on the ground there&#39;s a lot of intersections a lot of things happening that one area it&#39;s confusing what tax a way to take out of that area there&#39;s you know maybe multiple taxiways coming up and basically it&#39;s a place to other people have messed up man they&#39;ve been messing up so much in fact they decided to make it a little red circle on the on the chart so a great thing to do is when we&#39;re on the ramp when we call for tax and we get our tax instructions to actually mark out with your finger the route you&#39;re going to take on the chart and when you notice that it&#39;s crossing house boss brief it and say it out loud to the instructor or say it out loud to yourself that hey you know there&#39;s a hot spot here and we need to pay extra special attention just slow down in that area double check where we&#39;re going come to a stop and ask you know there&#39;s a high risk of getting on the wrong tax away possibly processor runway that could be I feel good okay so talk about some procedures for steering maneuvering maintaining taxiways and runways situational awareness the best way I would describe that would be looking outside staying in not getting distracted by the instruments inside the airplane definitely not ever looking at like a cell phone your cell phone should be off in a silent mode it&#39;s okay to leave it on in case of emergency it&#39;s a great communication tool but shouldn&#39;t be the vibrator should just be on silent so you won&#39;t be wondering why it&#39;s vibrating or what kind of awesome notification they&#39;re posted what an Instagram just recently you want to have all those distractions totally eliminated so another thing that could be distracting would be passengers making sure that they understand that taxing on the ground is a very intensive time and taxi takeoff landing are probably some of the most intensive times in the aircraft crews like a little more relaxed so yeah I think they can chitchat cruise flight but you might want to brief hey when I&#39;m taxing on the ground not a great time to be talking to me or having a conversation between yourselves that&#39;s distracting to me so and always tell them if you see something wrong say something you know if you see like I&#39;m going to be head-on with another aircraft that&#39;s on this taxman about to turn on too and you know I didn&#39;t notice them say something before I do it speak up if you&#39;re flying with another pilot use the M you know - hey you see something say something and by all means stuff on the brakes if you see something you don&#39;t like you know there&#39;s two breaks on either side of the airplane so use them okay what&#39;s the relevance or the importance of pulled short lines or holding lines issue say the whole tree line is trying to understand that how they&#39;re drawn out for students or students for Hall pilots is basically two solid lines and then the dashed lines dashed you should be able to cross the problem if they&#39;re solid you probably really want to good reason for crossing them like you were cleared to cross them with non-towered airports you&#39;ll still find old lines they&#39;re great to stay behind because they give us adequate clearance for landing aircraft or taking off or you know not great to get it early yet it&#39;s a great thing to use to make sure your tail is clear of the runway once you get off the runway or you accident you can absolutely if this is the runway itself cross and turn off onto the taxiway without being sort of a tickly ATC clearance to get off the active runway on the teks way and then just come to a stop and your tails clear here don&#39;t tax me any further until you get tax instructions and be really aware if there&#39;s another line here because maybe you have parallel runways mm-hmm and you might be like okay I got my tail across what&#39;s this line and get confused and forgot that you ever saw this one you may think that&#39;s the actual one you&#39;re looking for be really aware of the - first solid lines and what that means to us as to where we&#39;re at on the airport environment okay how would you handle it if there was a vehicle moving around on the airport uh so the equals on the airport if they&#39;re Airport vehicles they&#39;re supposed to know that anytime there&#39;s an airplane moving around they they get out of the way and they come to a stop any way for us to pass they&#39;re just an abstraction to us they usually have grateful she lights on them which helps us identify them but the if there&#39;s a vehicle you just have to assume that it&#39;s someone who&#39;s not experienced or it could just be some drivers they&#39;re a hangar so if there&#39;s an E and W when I&#39;m just gonna do a stop and wait for them to pass if they&#39;re on a movement area then tower is a tower to report they should know something about it you can always query ground and ask them you know where is this truck going and if you see something I mean you&#39;re taking off and landing and you see a truck that you know may cross them to the runway or is crossing on the runway then just simply go around and you know do everything you can to maintain distance between you and other aircraft and you and other vehicles or anything that&#39;s gonna ding up the airplane good okay maybe discuss a little bit about the atc communications as you would expect with the pilot before takeoff and before landing and after landing at tower and non-towered airports so what wait right you&#39;re sure we don&#39;t expect to hear so we would train them kind of separately right so we would you know take I have a lesson plan for non-towered airports and for towered airports and those lesson plans both have parts for communication you wouldn&#39;t want to roleplay with your student at both you know scenarios roleplay the non-towered communications they&#39;re usually a little simpler than the tower ones and then also roleplay maybe play the part of a TC and have this you can play his part and roleplay before you get into the airplane singing the ground during the briefing what kind of communications you&#39;re gonna make make all those same exact ones that you as to see if I know exactly what the towers going to say if you&#39;re going to an airport you&#39;re familiar with whether you&#39;re departing from that Airport you&#39;re flying do you want to go get some tired airport experience you know exactly what they&#39;re gonna say and every single moment what to expect based on the way is what we&#39;re always there using so use that to your advantage teach the students I love them role-playing say those exact words with you if you wanted to get really technical as far as what they&#39;re supposed to say each tower at airport in certainly areas of the country have their own culture they&#39;re not supposed there&#39;s jo7 11.0 71 10.65 and that&#39;s on rendition F for G or H whatever might be the most current rendition on the fa website and that is a 700 page document of every single thing that ATC is supposed to be saying ever and how they&#39;re supposed to maintain separation between aircrafts they&#39;re firing so to speak it&#39;s their operations manual so we could refer to that if we wanted a really technical book answer but each area of the country kind of does things that slightly different it&#39;s sort of up to us to see if eyes didn&#39;t know about that and know how it works and our locally we can always pick up the phone and call another CFI if we&#39;re taking someone on a real cross-country flight from Georgia to California and cost with RC advice along the way and get some insights how things work over there if there&#39;s some quirks we should be aware of like I said everyone should follow standard manuals but everyone&#39;s human - yeah so how would all of these procedures work at night what would be the difference that we might expect so at night everything is going to be very similar aside from the fact that at an Ontario Airport will probably be controlling the lights and it&#39;s a great teaching tool to the student to let the lights turn off right when they&#39;re about to land or right when they&#39;re taking off there&#39;s no way for us to turn off the lights typically but if we can get that timing right where we can click them on for them and they line up on the runway and they all turn off right before they add the power that&#39;s a great learning experience know to always remember that when you&#39;re on short file or you&#39;re crossing the whole shoreline takeoff you click those lights the desired intensity to refresh that 15 minute or so timer to keep them on so that doesn&#39;t happen to you at a towered Airport you could ask for lighting intensity to be changed you could use slang so to speak that you&#39;ll want to teach the students part of our night flying lesson plan is kill the rabbit or turn off the rail turn off the reel and ask for those different things there&#39;s lots of slang terms you want to teach them the proper ones they&#39;ll probably pick up the slang of their own but things like if that rabbit is distracting to you if they&#39;re realz distracting if the runway lights are too dim or too bright runway lights are too bright often results in this flaring too high if they&#39;re doob dim we&#39;ll out right into the ground so basically understand the difference between you&#39;re controlling the lights or the tower might be okay what would we do with low visibility operations so little visibility operations at a tower or an entirety report in regards to basically runway incursions we would same thing as we always do taxi with the chart up brief it just taxi lot slower hopefully for us starting out as a private pilot and we&#39;re not gonna blow visibility might be like six or eight miles it&#39;s so we&#39;re nothing into that low visibility if I got my double I was teaching you know to be taking off in at minimums a two hundred and a half her or maybe you know four hundred and a mile and we&#39;re taking off and low visibility like that we could use things like smoke charts that really detail for us the low visibility taxi routes but they have those green lights on the taxi wait lines very few small airports have that available to us we can have the lights turned up writer in the big the best thing is just cool a slower really brief the taxi diagram and if it&#39;s six or eight miles and the tower can help you they can see it if it&#39;s one of those instrument type scenarios the tower may not be able to see you and you you know may not be able to use progressive taxi instructions or something like that okay alright 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&#39;re looking for a good place to be a CFI well look no further than Lufthansa aviation training us a good ii arizona great airplanes great place to work great benefits and really good place to build your time or to become a career CF i 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&#39;s a little bit delay and these coming out here on youtube so if you&#39;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 us a.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] you

hey guys welcome back to the next session of the CFI oral exam we&amp;#39;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&amp;#39;re listening you&amp;#39;re watching you&amp;#39;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&amp;#39;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&amp;#39;s go right back into the CFI oral exam so now we&amp;#39;re going to move on to responsibilities as a cf I will be using the scenario of a 15 year old kid who wants to begin flight training and that&amp;#39;ll be the the remainder of the oral-b based on that I have many simple questions but some of the questions will be scenario based as I want you to take me through what you would do to train the student from zero to a commercial pilot not including an instrument rating okay okay got you alright so we&amp;#39;ll start with some of the simple questions as an active flight instructor what does the TSA TSA require you to do before start you start flight training a u.s. flight student so with a u.s. flight student you would need to verify citizenship and you kind of get like one free pass so to speak one flight lesson where you could take them out on discovery flight without really doing any sort of background or verification there but after that if you&amp;#39;re gonna provide more flight instruction you need to verify citizenship but passports good birth certificates good and you would log that as an endorsement in the back their logbook that you verified citizenship and that&amp;#39;s pretty much the extent of it for a US and a foreign flight student you would have to through the TSA alien flight a alien flight program okay thing you&amp;#39;d have to go through that website apply as a flight instructor have them apply they&amp;#39;ll submit fingerprints do the background check and pay like $150 one-time fee eventually get approval and then you&amp;#39;re approved to train that student in that airplane first that period of time okay so that&amp;#39;s how you would have to go back with that okay and who is required to complete security awareness training so security awareness training is basically required by the TSA for CFI someone who&amp;#39;s gonna be teaching has to complete that and that&amp;#39;s I believe annually and it&amp;#39;s really it&amp;#39;s a simple course you can go on a OPA and they offer it for free and takes fifteen twenty thirty minutes you go through you the certificate you print out and you&amp;#39;re good for that year okay how when do you have to have it complete I believe the rule is you have to have it completed within 60 days of date of hire so if you get hired at flight school then within 60 days of your date of employment you have to complete the security awareness training good okay do the requirements for citizenship verification apply to flight reviews instrument proficiency checks and aircraft checkouts or so I mean do you like a flight review we&amp;#39;re making my double I in do an IPC or I&amp;#39;m just doing a runner checkout it&amp;#39;s not considered flight training because that person&amp;#39;s already a pilot so it&amp;#39;s more like the initial flight training is when you have dude so even if they&amp;#39;re not a US citizen but they already hold you know an F a private then that&amp;#39;s kind of good enough for me so I only have one somebody comes to me with a private or better than I really have to do any sort of verification as far as isn&amp;#39;t sure good okay so what endorsements would you our students need prior to still though prior solo they&amp;#39;re going to have to have the endorsement for the the written exam or the pre solo test everyone have to be endorsed that they&amp;#39;re competent that making model aircraft for solo flight and any endorsements that would be for operating that particular aircraft so what airplane would our student be using a serious sure so like a cirrus sr20 it&amp;#39;s a high-performance aircraft it&amp;#39;s over 200 horse yes weights add to it yeah these are 215 215 okay so over to NIM horsepower they need the high-performance endorsement and you have to complete their training with that goes along with that it&amp;#39;s not retractable it&amp;#39;s not complex so they wouldn&amp;#39;t need anything like that it&amp;#39;s not tail wheel and we used to endorse the back to medicals now we don&amp;#39;t they have a student pilot certificate and basically I&amp;#39;ve just referred to AC 61 65 whatever rendition we&amp;#39;re on now I believe the last one I saw was GE but they keep changing hmm when I first became to see if I I think we were like see yeah let&amp;#39;s see your ears on the other a while ago so refer the most current renditions of AC 61 $65 walk me through all those endorsements for it pre solo student okay and you brought up a student pilot certificate how do we do that today so a student pilot certificate is done through I akra know it used to be just when you got the medical the back of the medical was the student pilot certificate now you can take anyone and put them through our acro and it wants them to be 16 if they happen to be trying to sew on their 16th birthday there&amp;#39;s you could call up 760 that believe there&amp;#39;s a way to to put the paperwork through so they will have this to mouth check it in fact on the date of their 16th birthday so they could do that sweet 16 solo but yes everything&amp;#39;s on track right they&amp;#39;ll get a plastic card in the mail a few weeks later just like a regular pilot certificate and that&amp;#39;s good forever it doesn&amp;#39;t have an expiration date anymore okay how the medicals you know the superpower certificate expired along with the medical right so now that the CFI is doing it instead of the medical examiner do you know why that way you can actually verify identity and put you know they kind of go through a background check so to speak through our Acra when you put in there it in somebody else verifies are it in we just put in all the information and with students whose English is not their first language we need to verify that they yes are actually English Proficient tonight so when you check off that student pilot certificate box so to speak an accurate you&amp;#39;re verifying that they meet the English language standard sometimes it&amp;#39;s an issue we have here so yes okay so you already mentioned that one how how long until a student pilot would have to do a flight review a student pilot would never have to do a flight review they would just need to be reimbursed for solo flight and there&amp;#39;s no flight review if they&amp;#39;re just coming back to fly with an instructor on board so there wouldn&amp;#39;t be one first-to-file prepared the question how long is the temporary certificate valid once the student passes in the check rate Oh that&amp;#39;d be 120 days so if they don&amp;#39;t have it you know within eighty ninety dish days call ifs 760 start looking into it see what&amp;#39;s going on with their application it got hung up somewhere you know something their name on their driver&amp;#39;s license didn&amp;#39;t perfectly match the name on their written exam or something like that so do you need a flight review to instruct so I would need to fly review just as a normal pilot if I&amp;#39;m gonna access P I see I don&amp;#39;t necessarily have to be P I see to be instructing so if someone else was already a private pilot and they agreed to be P I see for the flight then I could provide say a flight review or an instruction without legally being PSE for the flight so I may not have a current medical or flavor you but I could still instruct as long as I see if I certificate was valid so how long is your CFI certificate valid for it&amp;#39;s valid for 24 months and that&amp;#39;s basically from the date you receive it and then you can renew it within three months of the expiration that you could renew it for they&amp;#39;re 24 months based off the number of students you&amp;#39;ve signed off if you meet the minimum in 61 187 or 61 197 maybe 29 maybe what do you guys okay and that sounds accurate either way in 461 we could refer to that I&amp;#39;ll tell us when we what criteria we have to meet to be able to renew this certificate and basically off student sign offs off of completing in person renewal course leading a online renewal course in e4 flames return nil course or simply just you know taking it an additional checkride say adding your double I writing year I mean I kind of reset that clock mm-hmm good okay all right so what records do you have to keep for your student so records that I would have to keep so for our 15 year old student I&amp;#39;d be keeping records of who I endorse for solo flight so that would be basically you know the solo endorsements I would have the the endorsement for the written exam record if he passed or failed it I would have the endorsements in the records of endorsement for the actual check ride and just I mean personally I would keep record of all the training I did with them but just the legal bare minimum basically just those endorsements is what I need to keep track of and the result of the pass/fail test and I believe that&amp;#39;s for three years after you&amp;#39;re finished with the student okay so what do you have to log in your students log book in your students log book you&amp;#39;re going to need to sign it every time you give a flight instruction and you&amp;#39;re going to have to log basically what&amp;#39;s required in part 6151 maybe you have log books where it describes the dates the aircraft registration the remarks of the flight the flight time those bare minimum criteria must be in the logbook most logbooks meet that criteria are exceeded with a few other line entries but just because the logbook came from a si org line or whoever doesn&amp;#39;t mean that its proper there may be a column missing or something so you want to verify that back with the regs okay and in your logbook do you have to log anything for your student oh I don&amp;#39;t actually have to put anything my logbook except from those records that we did discuss um if I don&amp;#39;t want to log the flight time it may sound bad I just don&amp;#39;t care anymore like the airplane doesn&amp;#39;t care how many hours I have mm-hmm and it doesn&amp;#39;t matter when you tell people how many hours you got they don&amp;#39;t really care either so once I&amp;#39;ve hit my 1,500 I got my TPM done logging time for the most part of it then what&amp;#39;s legally required for me to operate this P I see so I log my three takeoffs and landings every 90 days and things like that good okay how would you obtain an appropriate medical certificate so for the student or for myself how I would direct them is basically to go on you know the fa website go to the AME locator type in their zip code look Raimi&amp;#39;s in the area I know of a few locally that could refer them to and then kind of guide them through filling out the medical application and the acronym of those escapes me at the moment myth Express med Express yes-men Express and they&amp;#39;ll get their confirmation number they&amp;#39;ll give that to the receptionist when they book the appointment with the AME and it try to guide them to the appropriate - terrific they need you can have them get a first class if they want to go the airline track and make sure that there&amp;#39;s nothing wrong with them but a third class is more than sufficient for all of your flight training through commercial and CFI for a 15 year old yes how would you get a medical certificate in the event of a possible medical deficiency safe something is missing some fingers missing some toes missing an arm has something slightly amiss with them call the ami discuss it with them you could call Fisto and talk to someone who&amp;#39;s familiar with sodas so it&amp;#39;s a statement of demonstrate ability where you might train the student you know for 10-15 hours with the Meritor solo and then they might go fly with an examiner from the Fisto who will determine that yes he&amp;#39;s missing some fingers but he can work the flight controls and operate the aircraft safely no problem and they give them a statement of demonstrate ability that he&amp;#39;s good to go and he can get a regular medical would it benefit was something like high blood pressure so something like high blood pressure would be I would deferred the ami on it there sometimes there can be special issuance medicals there may be special criteria or limitations they place on the medical where I&amp;#39;ve seen somebody with the second class medical that was only valid for second class privileges when they were accompanied by another pilot so they had to always be part of a two-man crew unless they were flying the third class privileges and they could fight by themselves and their Cessna 172 but sometimes I think that gentleman had a pig heart installed so there&amp;#39;s workarounds that oak City the doctors there and your local AME can confine to help you achieve a medical certificate you don&amp;#39;t want to be denied for it up for us so once you deny it&amp;#39;s a little tougher so you want to help them work through those problems before actually really applying for the medical and getting the denial good okay so let&amp;#39;s talk about some medical factors some causes symptoms effects corrective actions so let&amp;#39;s start with hypoxia so hypoxia is basically there&amp;#39;s a couple different types most common thing is just gonna be you&amp;#39;re flying too high the airs too thin you&amp;#39;re not getting enough oxygen fingertips turn blue lips turn blue feel a little drunk symptoms are different for everyone so it&amp;#39;s nice if you could ever have the opportunity to take students to like a high altitude chamber where you could put them Sinnott hypoxic state and they could recognize those symptoms and themselves but typically it&amp;#39;s going to be due to too much altitude it could be due to medical problem where their lungs to start taking into the Fox chin it could be drug there on that is preventing oxygen absorption blood but typically it&amp;#39;s just flying too high and you need to fly a little lower okay how about hyperventilation hyperventilation is breathing rapidly in a stressful situation common flight training or post flight training you just start breathing too much any wind up breathing so much for that rapid heart rate and everything that you actually have a lack of carbon dioxide in the blood so you&amp;#39;re exhaling so much you&amp;#39;re dumping all that co2 and you know it gives you similar symptoms you know to hypoxia sometimes it&amp;#39;s just you&amp;#39;re not gonna be able to function well the solution that could be breathing into like a brown paper bag trying to restore and recycle some that air so that you restore those levels of co2 the best thing is just calm down mmm-hmm and breathe deep and slow mm-hmm good how about middle ear or sinus problems middle ear sinus problems flying with a cold mom going up can hurt coming down can hurt a lot lot more the air will escape as you go up and then your ear sort of it would be a little bit so pardon my weird head but with the ear we have this opening here and it&amp;#39;s this through this little tube called that wearing tube and then there&amp;#39;s a little pocket of air here in that pocket of air as the pressure drops over here so we have low pressure that air is going to become high pressure and hurt a little bit and it&amp;#39;s going to squeeze out and kind of go through this tube the tube normally is almost shut nearly and if there&amp;#39;s any sort of fluid in there it will basically effectively close it off there&amp;#39;s usually a little bit of space but with any sort of fluid or congestion it&amp;#39;ll close off that to the air might be able to kind of bubble out and then as you descend this becomes a high-pressure and it tries to push back through it just closes even tighter and so now you got a lot of pressure pushing the inside and it really hurts and they could rupture your girona could really affect your hearing the best thing to do would be to try to go back up and then descend slower to I have no clear their ears try to swallow as you swallow it it kind of pulls down on these parts here and pulls that tube open to allow for for air - you know equalize between the two you could even try like worst case scenario exhaling with your nose pinched to try to equalize the pressure so ultimately the best thing to do would be to either with the student go back up and then have them try equalize the really best thing is don&amp;#39;t fly when you&amp;#39;re congested make sure your passengers are congested when you&amp;#39;re flying in on pressurized airplane be aware of the cabin altitude you&amp;#39;re going up to and you know if it they teach your students that if they have a bathroom that this happens to go back up just send us lower at the end the day itself when you have to land so it&amp;#39;s really bad and they just can&amp;#39;t clear their ears and they&amp;#39;re an extraordinary pain the eardrum will eventually rupture and the pain will kind of go away the pressure equalizes a little bit of blood drips out mm-hmm I&amp;#39;ve had that happen to me and the hearing goes away for a couple of weeks depending on the severity and then it comes back mm-hmm it&amp;#39;s more important to land and let your eardrum heal over a few weeks end is to run out of gas trying to solve this problem good okay how about spatial disorientation spatial disorientation number different ways we could get into this I could probably make a whole lesson on spatial disorientation and I would take you to you know less than I have here as part of my EFT or part of my seat by notebook that walks you through basically all the illusions you get into specially at night or even in the daytime if you&amp;#39;re if you go VFR and I see would be a really big example of spatial disorientation practicing with students under the hood helps train them for that letting them understand the associations with how they might accelerate and then that translates into a pitching up motion or if they decelerate it translates into them thinking that their pitching down even though they&amp;#39;re not and trying to make them experience those illusions while they&amp;#39;re under the hood saying what are we doing now you know oh we&amp;#39;re straight and level and have them take the hood off and see that in fact there are no you know 30 or 40 degree Bank would probably be a great way to demonstrate that and in preparation for like a spatial disorientation let&amp;#39;s note assignment homework send them a few videos then have them watch those come back in we would go through the lesson together on the ground school review any questions they had go out and do them assigned a little bit of study homework as well at night you have the runway illusions you know I have videos that kind of show that you know coming into a very narrow runway at night makes you feel like you&amp;#39;re higher than you really are so you might want it being lower than you want to be coming into a really wide runway night makes you feel like you&amp;#39;re low so then you wind up you know flying a higher approach the coming into a down sloping runway or an up sloping runway how that would affect you on approach and basically just trying to you want to create and make it real and make it scenario based so you want to create a scenario where they might get into these you know possible to spatial disorientation moments and show them when they&amp;#39;re going to possibly experence something and then try to make them feel that in the airplane and really get them to that experience so they can recognize it themselves when they&amp;#39;re out there on their own okay could that happen just from the middle ear sinus problems possible it certainly could the inner ear I&amp;#39;ll play a lot of tricks on you as far as your balance we rely on the flu in our inner ear to kind of tell us where our balance is so having congestion even could mess with you as far as what you feel your equilibrium is the pressure changes could really affect that as well yeah okay oh how about carbon monoxide poisoning so carbon monoxide poisoning most often is going to be from exhausting the cockpit most often that&amp;#39;s going to be from running the cabin heater with a cracked huzzah manifold and the shroud is in capturing exhaust and feeding that into the cockpit rather than just hot air best way to handle that would just be turn off the heater open the windows get that Co out of there ASAP I know for me my throat gets a little bit sore no you get a little bit of a headache smells kind of exhaust like carbon monoxide in itself has no odor but because it&amp;#39;s associated with exhaust when engine you&amp;#39;ll have that airplane letti oily smell in the cockpit a little bit that comes along with that so similar to hypoxia everyone&amp;#39;s symptoms vary but typically nausea headache for me that kind of raspy throat the exhaust seems to irritate it is a big Q that we&amp;#39;re getting Co in the cockpit okay baby land as soon as possible yeah landing as soon as possible would also gets for everything to do at that point so how would fatigue and stress affect fatiguing stress fatigue like a factor in almost every accident ever people just not being a hundred percent rather they may have just flown a lot that day or they could have been fatigued leading up to it two different types of fatigue we have acute fatigue and chronic fatigue basically acute fatigue is I think well last night and chronic fatigue is I haven&amp;#39;t slept well in weeks mm-hmm acute fatigue you might recover from in a day or two or three of good sleep and correct fatigue could take a very long time to recover from there&amp;#39;s a lot of things associated with fatigue like overly optimistic decision-making when you&amp;#39;re very tired delayed motor skills delayed reaction time and the fact that the most insidious thing is you don&amp;#39;t they feel fatigue sometimes you feel even better or you feel alert but you just don&amp;#39;t realize that you are impaired but almost the same as being impaired by alcohol and you have to just gonna be honest with yourself about your how well you&amp;#39;ve been resting you know even if you&amp;#39;ve been getting hours of sleep it may not be good hours of sleep if you have a lot going on in your life that&amp;#39;s stressful like you know problems at work problems with the relationship financial problems whatever it might be can be affecting the quality of the sleep so you might be getting the eight or nine hours or seven or whatever you need as a person but it&amp;#39;s not quality enough and it leads to chronic fatigue down the road that will really affect you flying so if a student&amp;#39;s fatigued or this should only be like training and if they have any of those problems outside prospecting is your responsibility to help them realize that that&amp;#39;s what&amp;#39;s affecting their sleep and try to remedy that for them trying to teach them this skill so they can handle it later on in life at some point you&amp;#39;re gonna have little bit of stress in your life okay yes and stresses is yeah it&amp;#39;s such a catch-all phrase mm-hmm and it&amp;#39;s sometimes hard to recognize so for our fifteen-year-old yeah it&amp;#39;s tough to explain that to a fifteen-year-old but you do your best and you know it&amp;#39;s one of those things that you know it comes with age a little bit too late you figure out so here in the desert we have an issue of with dehydration as we know so it&amp;#39;s not a little bit about that sure I go through way more water here than girls dehydration it goes back to Maslow&amp;#39;s hierarchy very bottom there yeah we need food water sleep to be able to learn and be able to operate as human beings so you&amp;#39;ve got to have water with you so what I do kind of have like a little sheet I give to students if you know your when you go to college class your first day and the professor gives you the syllabus for the quarter or the semester gives you what you need to be successful in their course I try to do the same thing with my students where I&amp;#39;m going to give them this little sheet that says one of the things you need is a flank bag and in that plate bag there should be two small bottles of water two granola bars kind of the bare necessities of hey we&amp;#39;re gonna be flying and you need to always have water and always have some food because you&amp;#39;re going to be rushing from work to get here in time for the flight lesson and you won&amp;#39;t have time to stop and grab a bottle of water or stop and eat so at least eat the granola bar to meet that basic you know me at the bottom of the pyramid of Maslow&amp;#39;s hierarchy good okay how about the effects of alcohol and drugs and their relationship to flight safety so alcohol bad news or drugs and not just drugs but over-the-counter meds ot C&amp;#39;s can really affect you as well we can focus more on that because that&amp;#39;s what your 15 year old might be more have more access to sure so with just regular over-the-counter meds who believes parents are monitoring that in some way or shape form but your normal doctor me not your normal family doctor may not even have the answers to this they may say oh that&amp;#39;s fine for flying or operating machinery the FAA is ultimately who gets to make the call and the sort of stuff so looking at the any of the FAA approved medication list will be a great place to start on the website if the men isn&amp;#39;t approved then call the me and say hey what&amp;#39;s the story on this one is it about to be approved is it okay is there a substitute I could take instead the best thing is trying to taking sort of drugs or medication and of course teach the young student that don&amp;#39;t drink fly don&amp;#39;t drink the same that you&amp;#39;re flying you know and you have the neede average ball throttle point o four-limbed inning is mm-hmm okay good okay let&amp;#39;s talk about scuba diving so the effects of nitrogen excesses that occurred during scuba diving have that effect pilots or passengers so you want to make sure that your students that if they&amp;#39;re scuba diving it seems like a lot of pilots scuba dive too for some reason we like to go up and legs go down we&amp;#39;re just not comfortable at service but teach them a student when they have passengers at scuba dive or if they themselves scuba dive most hours are well aware of this but typically we say don&amp;#39;t fly off from 12 hours of a dive and no flyer from 24 hours of dive if it was a decode dive so he had dqo stops on the way up where was a very deep dive as you climb in altitude that nitrogen could come out of your blood and give you the bends so you could be fine on the ground to start climbing and you could have some really serious problems scuba divers also have their timetables that calculate the time till it&amp;#39;s safe till they fly and it&amp;#39;s important to understand how cabin altitude relates that because most of those dive watches will tell you only need 17 hours so you can go fly not 24 but that&amp;#39;s a need to count usually a airliner which has an 8,000 foot cabin altitude max and we could easily have a cabin altitude of ten eleven twelve thousand five hundred feet and our airplanes which is a lot higher lot less pressure so taking that into account basically just give yourself a lot of time between the dives and the flying good okay so how long will our students medical be valid the students medical say I set them for a first class med release 15 so he&amp;#39;s under 40 it would be a first class for a year and then you would have four years of third-class privileges still a first class man just their class privileges if I saw them for a second class you&amp;#39;d have the years the second class four more years of third level and then something for the 37 five years 60 months 60 calendar wants us how long and the student pilot certificate is valid for now with the plastic card if that&amp;#39;s what we&amp;#39;re giving them then it is indefinite does not have an expiration date okay so what does our student need to have with him when he flies solo so he would need to have his logbook with him mmm-hmm with the endorsements in it the paper logbook works like it has for the last hundred ish years or digital logbook works now to some saw people I really recommend my students keep both just for backups sake and as they add more time it becomes easier to deal with an electronic logbook so they need to logbook with them they need the endorsements they&amp;#39;re going to need the student pilot certificate some sort of photo ID their medical certificate and aside from the all the other here documents I would pretty much be it okay so what needs to be part of the pre-solar written test the priscilla written tests is tennis-ball for us in 61 87 Bravo a little bit bag have a smell out of course but basically applicable parts of 61 and 91 in what&amp;#39;s contained there within sixty one eighty seven Bravo make sure you hear all those key points with your questions you have me fill out the test take it home work on it open the book bring it back in you go over any answers and correct two hundred percent with them you sign it off you know that you both correctly two hundred percent you give them the endorsement on the logbook and that&amp;#39;s that&amp;#39;s the extent of the pre silver okay so what do you need to train the student on before allowing them to go solo before a lot of them to go solo part sixty one spells out for us the bare minimum training we have to give them there&amp;#39;s a few extra things I like to do with students I think it&amp;#39;s important for them to see but at a bare minimum sixty 187 tells us taxi takeoffs landings bill arounds collision avoidance Airport traffic patterns climb strange descents the basics basically the emergency procedures emergency procedures everything contained within sixty one eighty seven and Charlie good you know let&amp;#39;s go look it up good alright so let&amp;#39;s move on after your student gets their certificate if they don&amp;#39;t fly for a few years I need a flight review then what would you do and they come to you for that um so say they haven&amp;#39;t flown in a few years I would get into 61 ninety eight is an advisory circular that is basically you know remaining proficient and current talks a little bit about flight reviews there&amp;#39;s an FAQ I commit entitled conducting an effective flight review that I would review to make sure I set up for the flight review right assign them some homework some study material really trying to figure out what type of flying they&amp;#39;re doing or lack thereof with typically he wants to be doing if he&amp;#39;s getting back into training concurrent again is he trying to go across country whole bunch does he try and just be a weekend warrior in the pattern doesn&amp;#39;t want to upgrade to faster tailwheel aircraft what is it that he&amp;#39;s trying to do and cater the flight review to that minimum one hour on the ground one hour and flight her 61 56 maybe and it&amp;#39;s probably gonna be you know after three years probably be many hours in the ground you know several hours in the air and there&amp;#39;s no such thing as like failing it was just if he doesn&amp;#39;t complete the flight review you simply log it as you know did part of the flight review and we got a little more to do yet till I&amp;#39;m comfortable signing off okay good all right okay so that&amp;#39;s good let&amp;#39;s talk a little bit about visual scanning and collision avoidance okay you can tell me how you might teach visual scanning inclusion of what it&amp;#39;s two different queries you might cover sure oh I&amp;#39;ve got a little bit of a lesson playing pulled up here for that so say we&amp;#39;ve got first thing we need to talk about would try to be visual illusions so we could talk about you know any sort of illusion was looking at another aircraft when there&amp;#39;s two approaching head-on typically if you&amp;#39;re on a collision course that&amp;#39;s wings on a fuselage by the way if you&amp;#39;re on a few slaw if you&amp;#39;re on a collision course either here or head-on with another aircraft there&amp;#39;s gonna be no relative motion between you and the other airplane it&amp;#39;s going to seem almost as you&amp;#39;re kind of still in space it just seems to be getting bigger in the windscreen would be a big clue that you&amp;#39;re on a collision course with them when you have near craft to aircraft approaching each other just like when you pull up to a four-way stop the one on the right has the right of way so if you&amp;#39;re this guy he has the right of way and you&amp;#39;re supposed to either turn before him or turn to the left or somehow get out of his way because he has the right of way now at the end the day you see you avoid and the key word as you avoid you do whatever the heck it takes to not hit each other if you&amp;#39;re approaching head-on they say oh there perhaps should turn to the right which results in not hitting each other but again don&amp;#39;t hit the other airplane regard what the rules say make sure you steer course you you&amp;#39;ll be expecting both to turn that direction if he somehow it turns into you whatever make sure you don&amp;#39;t hit the other airplane a great thing to do when you&amp;#39;ve seen another airplane you&amp;#39;re worried about a collision course is just slow down and buy yourself some time if you&amp;#39;re doing 140 knots slow down to 70 or 80 knots that just double the time you know just slow down from 140 to 145 30% more time to deal with the situation proper visual scanning procedures we kind of break the sky up into sections so it&amp;#39;ll 10 degree sections and just look out there and kind of look at one for you know half a second a second and then shoots your eyes look at another look at another okay another just keep working your way across occasional net scan will come back into the cockpit into the instruments where you have your nicest expect down there and you&amp;#39;ll be looking at that but keep scanning around and look around you as much as you can try to move your head a ton if you don&amp;#39;t need to but of course crank your head around look don&amp;#39;t use a sweeping motion just kind of turn your head and move your eyes then but when you&amp;#39;re flying your straight level for the most part you&amp;#39;ll just be moving your eyes and shifting them but absolutely by all means move your head around and every piece of available glass or plexiglass around you every piece of vailable real estate try to check that and see what you can see for other aircraft as far as um basically poor visual scanning and increased collision risk a big thing that will happen is usable scan constantly because it gets tiring you&amp;#39;ll do it for 10 seconds a minute 5 minutes eventually you just lock on to one thing you lock on the instruments and lock up to one section on that horizon in georgia&amp;#39;s flying because when you&amp;#39;re driving down the interstate you&amp;#39;re not constantly scanning around you you&amp;#39;re just maintaining your lane that&amp;#39;s not great because you won&amp;#39;t have situational awareness of what&amp;#39;s going on around you most midair collisions occur with you know some sort of sideways impact they&amp;#39;re very rarely head-on so again that&amp;#39;s going to hichy or that you&amp;#39;re going to hit you&amp;#39;re probably gonna see if you&amp;#39;re just looking straight it always seems to be something that comes from the side so maintaining that scanning technique during the day in especially at night and then we&amp;#39;re looking more for life than we are for actual airplanes in trying to understand the difference between only have an aircraft if you have do you have any boating experience years ago when I was little okay well port and starboard whatever might be so on our aircraft we have the red light on the side the green light on that side we have a white light on the tail and then we have a beacon you know sometimes on the belly sometimes atop the tail but if we see you know right there green a white and they&amp;#39;re probably away from us or we just see only a white and a red flash and spread the beacon on the tail they&amp;#39;re going away from us or we&amp;#39;re overtaking them if we see the red and the and the white light you know or the red flashing red in the white light they&amp;#39;re probably passing from right to left so trying to understand how we can see that in three-dimensional space and that&amp;#39;s a written test question that the student would want to pay extra attention to for the Private Pilot written as far as talking about you know speed difference we said one of the great things we can do is just slow down when we have two airplanes flying about 120 knots kind of typical 172 or serious sr20 speeds two guys flying 120 knots at each other they&amp;#39;re both on two miles a minute so that would be you know four miles a minute I closure rate and that gives me about 15 seconds if you&amp;#39;re a mile away then there&amp;#39;s 15 seconds before they would meet now again there it&amp;#39;s really head-on so it&amp;#39;s a little bit slower that but seeing an aircraft from a mile usually you can see it but if it&amp;#39;s the corner you may not notice it until it&amp;#39;s a half mile or a quarter mile and that&amp;#39;s where the speed factor comes in as you fly high performance air planes high-performance airplanes they go faster things are happening a lot faster closure rates are much greater and that&amp;#39;s something to take into consideration of why we like to train slower airplanes just little bit easier in that sense great exclusion risk we could probably find in the traffic pattern on near airports and on very clear sunny days it&amp;#39;s not like low visibilities gonna prevent us from seeing other aircraft because we shouldn&amp;#39;t be flying in half mile abyss anyways so if we&amp;#39;re flying in three miles five miles six miles of is we should still be able to see the other airplane a mile away and that low visibility the lower light may actually help us notice the lights on the aircraft that&amp;#39;s why we always run with our landing lights on our taxi lights on below 10,000 feet they&amp;#39;re LED we just keep going all the time we try to strobes on all the time and if it&amp;#39;s at all reduced visibility Tyrell the nav lights and especially at night for flying in clear days it&amp;#39;s just that everyone likes to fly on a clear day so there&amp;#39;s a lot more airplanes in the air a little higher risk of collisions there okay well that&amp;#39;s good so now let&amp;#39;s talk about runway incursions but what you might teach your student about that how to avoid those sure so with runway incursions there&amp;#39;s number things we can do to try to avoid them one of the great things we have our taxiway diagrams on their iPad so we actually can pull up garmin pilot for flight a number of different AFB providers or we can see a geo reference plate meaning we can see the aircraft on the taxi cart as we&amp;#39;re texting around the airport so we know right where we are the problem with that is the iPad is usually here flat with an e board yeah I&amp;#39;m steering the airplane like this and mowing down taxiway lights as I go we&amp;#39;re not really recognizing that there&amp;#39;s a whole short line or something in front of me so mounting the iPad in an appropriate location or being able to have some sort of you know short-term photographic memory look at the come - please stop look at the chart understand where you are what&amp;#39;s your next few steps are okay well there&amp;#39;s that you know sign determined I&amp;#39;m Bravo there I&amp;#39;m just going to go straight to right at Bravo and I&amp;#39;m gonna you know come to a stop and look again or from there I know my way I can follow the directional signs right to the runway that way you&amp;#39;re not looking down yeah taxing the airplane you should never have your eyes anywhere but outside the aircraft moving on the ground there&amp;#39;s really not any sort of engine or airplane instruments that are useful when we&amp;#39;re on the ground or that need attention on the ground when you&amp;#39;re approaching and you rock I doesn&amp;#39;t need any attention when the aircraft are moving so it&amp;#39;s a great tool just once used properly the other thing would be fair ensure where you&amp;#39;re out on the airport to simply request progressive tax instructions and familiar airport and let them walk you through how to navigate around they&amp;#39;re not that you want to rely on that everywhere you go but it&amp;#39;s a useful tool to put into practice when you need it the usual tool to have in your back pocket so what&amp;#39;s a hot spot a hot spot is going to be basically a place where someone has messed up before so we can look at you know a taxiway diagram here see if we can pull it off we can see here like Chandler Arizona has a hot spot right there and the idea with that is it may be he just looks confusing on the ground there&amp;#39;s a lot of intersections a lot of things happening that one area it&amp;#39;s confusing what tax a way to take out of that area there&amp;#39;s you know maybe multiple taxiways coming up and basically it&amp;#39;s a place to other people have messed up man they&amp;#39;ve been messing up so much in fact they decided to make it a little red circle on the on the chart so a great thing to do is when we&amp;#39;re on the ramp when we call for tax and we get our tax instructions to actually mark out with your finger the route you&amp;#39;re going to take on the chart and when you notice that it&amp;#39;s crossing house boss brief it and say it out loud to the instructor or say it out loud to yourself that hey you know there&amp;#39;s a hot spot here and we need to pay extra special attention just slow down in that area double check where we&amp;#39;re going come to a stop and ask you know there&amp;#39;s a high risk of getting on the wrong tax away possibly processor runway that could be I feel good okay so talk about some procedures for steering maneuvering maintaining taxiways and runways situational awareness the best way I would describe that would be looking outside staying in not getting distracted by the instruments inside the airplane definitely not ever looking at like a cell phone your cell phone should be off in a silent mode it&amp;#39;s okay to leave it on in case of emergency it&amp;#39;s a great communication tool but shouldn&amp;#39;t be the vibrator should just be on silent so you won&amp;#39;t be wondering why it&amp;#39;s vibrating or what kind of awesome notification they&amp;#39;re posted what an Instagram just recently you want to have all those distractions totally eliminated so another thing that could be distracting would be passengers making sure that they understand that taxing on the ground is a very intensive time and taxi takeoff landing are probably some of the most intensive times in the aircraft crews like a little more relaxed so yeah I think they can chitchat cruise flight but you might want to brief hey when I&amp;#39;m taxing on the ground not a great time to be talking to me or having a conversation between yourselves that&amp;#39;s distracting to me so and always tell them if you see something wrong say something you know if you see like I&amp;#39;m going to be head-on with another aircraft that&amp;#39;s on this taxman about to turn on too and you know I didn&amp;#39;t notice them say something before I do it speak up if you&amp;#39;re flying with another pilot use the M you know - hey you see something say something and by all means stuff on the brakes if you see something you don&amp;#39;t like you know there&amp;#39;s two breaks on either side of the airplane so use them okay what&amp;#39;s the relevance or the importance of pulled short lines or holding lines issue say the whole tree line is trying to understand that how they&amp;#39;re drawn out for students or students for Hall pilots is basically two solid lines and then the dashed lines dashed you should be able to cross the problem if they&amp;#39;re solid you probably really want to good reason for crossing them like you were cleared to cross them with non-towered airports you&amp;#39;ll still find old lines they&amp;#39;re great to stay behind because they give us adequate clearance for landing aircraft or taking off or you know not great to get it early yet it&amp;#39;s a great thing to use to make sure your tail is clear of the runway once you get off the runway or you accident you can absolutely if this is the runway itself cross and turn off onto the taxiway without being sort of a tickly ATC clearance to get off the active runway on the teks way and then just come to a stop and your tails clear here don&amp;#39;t tax me any further until you get tax instructions and be really aware if there&amp;#39;s another line here because maybe you have parallel runways mm-hmm and you might be like okay I got my tail across what&amp;#39;s this line and get confused and forgot that you ever saw this one you may think that&amp;#39;s the actual one you&amp;#39;re looking for be really aware of the - first solid lines and what that means to us as to where we&amp;#39;re at on the airport environment okay how would you handle it if there was a vehicle moving around on the airport uh so the equals on the airport if they&amp;#39;re Airport vehicles they&amp;#39;re supposed to know that anytime there&amp;#39;s an airplane moving around they they get out of the way and they come to a stop any way for us to pass they&amp;#39;re just an abstraction to us they usually have grateful she lights on them which helps us identify them but the if there&amp;#39;s a vehicle you just have to assume that it&amp;#39;s someone who&amp;#39;s not experienced or it could just be some drivers they&amp;#39;re a hangar so if there&amp;#39;s an E and W when I&amp;#39;m just gonna do a stop and wait for them to pass if they&amp;#39;re on a movement area then tower is a tower to report they should know something about it you can always query ground and ask them you know where is this truck going and if you see something I mean you&amp;#39;re taking off and landing and you see a truck that you know may cross them to the runway or is crossing on the runway then just simply go around and you know do everything you can to maintain distance between you and other aircraft and you and other vehicles or anything that&amp;#39;s gonna ding up the airplane good okay maybe discuss a little bit about the atc communications as you would expect with the pilot before takeoff and before landing and after landing at tower and non-towered airports so what wait right you&amp;#39;re sure we don&amp;#39;t expect to hear so we would train them kind of separately right so we would you know take I have a lesson plan for non-towered airports and for towered airports and those lesson plans both have parts for communication you wouldn&amp;#39;t want to roleplay with your student at both you know scenarios roleplay the non-towered communications they&amp;#39;re usually a little simpler than the tower ones and then also roleplay maybe play the part of a TC and have this you can play his part and roleplay before you get into the airplane singing the ground during the briefing what kind of communications you&amp;#39;re gonna make make all those same exact ones that you as to see if I know exactly what the towers going to say if you&amp;#39;re going to an airport you&amp;#39;re familiar with whether you&amp;#39;re departing from that Airport you&amp;#39;re flying do you want to go get some tired airport experience you know exactly what they&amp;#39;re gonna say and every single moment what to expect based on the way is what we&amp;#39;re always there using so use that to your advantage teach the students I love them role-playing say those exact words with you if you wanted to get really technical as far as what they&amp;#39;re supposed to say each tower at airport in certainly areas of the country have their own culture they&amp;#39;re not supposed there&amp;#39;s jo7 11.0 71 10.65 and that&amp;#39;s on rendition F for G or H whatever might be the most current rendition on the fa website and that is a 700 page document of every single thing that ATC is supposed to be saying ever and how they&amp;#39;re supposed to maintain separation between aircrafts they&amp;#39;re firing so to speak it&amp;#39;s their operations manual so we could refer to that if we wanted a really technical book answer but each area of the country kind of does things that slightly different it&amp;#39;s sort of up to us to see if eyes didn&amp;#39;t know about that and know how it works and our locally we can always pick up the phone and call another CFI if we&amp;#39;re taking someone on a real cross-country flight from Georgia to California and cost with RC advice along the way and get some insights how things work over there if there&amp;#39;s some quirks we should be aware of like I said everyone should follow standard manuals but everyone&amp;#39;s human - yeah so how would all of these procedures work at night what would be the difference that we might expect so at night everything is going to be very similar aside from the fact that at an Ontario Airport will probably be controlling the lights and it&amp;#39;s a great teaching tool to the student to let the lights turn off right when they&amp;#39;re about to land or right when they&amp;#39;re taking off there&amp;#39;s no way for us to turn off the lights typically but if we can get that timing right where we can click them on for them and they line up on the runway and they all turn off right before they add the power that&amp;#39;s a great learning experience know to always remember that when you&amp;#39;re on short file or you&amp;#39;re crossing the whole shoreline takeoff you click those lights the desired intensity to refresh that 15 minute or so timer to keep them on so that doesn&amp;#39;t happen to you at a towered Airport you could ask for lighting intensity to be changed you could use slang so to speak that you&amp;#39;ll want to teach the students part of our night flying lesson plan is kill the rabbit or turn off the rail turn off the reel and ask for those different things there&amp;#39;s lots of slang terms you want to teach them the proper ones they&amp;#39;ll probably pick up the slang of their own but things like if that rabbit is distracting to you if they&amp;#39;re realz distracting if the runway lights are too dim or too bright runway lights are too bright often results in this flaring too high if they&amp;#39;re doob dim we&amp;#39;ll out right into the ground so basically understand the difference between you&amp;#39;re controlling the lights or the tower might be okay what would we do with low visibility operations so little visibility operations at a tower or an entirety report in regards to basically runway incursions we would same thing as we always do taxi with the chart up brief it just taxi lot slower hopefully for us starting out as a private pilot and we&amp;#39;re not gonna blow visibility might be like six or eight miles it&amp;#39;s so we&amp;#39;re nothing into that low visibility if I got my double I was teaching you know to be taking off in at minimums a two hundred and a half her or maybe you know four hundred and a mile and we&amp;#39;re taking off and low visibility like that we could use things like smoke charts that really detail for us the low visibility taxi routes but they have those green lights on the taxi wait lines very few small airports have that available to us we can have the lights turned up writer in the big the best thing is just cool a slower really brief the taxi diagram and if it&amp;#39;s six or eight miles and the tower can help you they can see it if it&amp;#39;s one of those instrument type scenarios the tower may not be able to see you and you you know may not be able to use progressive taxi instructions or something like that okay alright 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&amp;#39;re looking for a good place to be a CFI well look no further than Lufthansa aviation training us a good ii arizona great airplanes great place to work great benefits and really good place to build your time or to become a career CF i 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&amp;#39;s a little bit delay and these coming out here on youtube so if you&amp;#39;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 us a.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] you

Transcript for:CFI Oral Exam: Responsibilities and Procedures

Transcript for:
CFI Oral Exam: Responsibilities and Procedures