Transcript for:
Private Pilot ACS Overview

[Music] you're listening to the vssl aviation podcast I'm your host Seth Lake welcome back in today's show we are going to re-engage the Private Pilot Airman certification standards in fact this is going to be a series where we're going to go back through all the Airman certification standards in even more detail than I did the first go round a couple of years ago I've gotten a lot of good feedback from that and some things have changed but I would just overall like to go into more detail on each element of the Airman certification standards and help you better prepare for your check ride so let's get started what I'm going to be using if you're joining us on the video I've created a new guide It's called the ace guide that stands for Aviation certification and education guide I just wanted it to sound cool so you'll have to forgive me uh but Ace sounds cool right so we're gonna get started on the ace guide and really all I'm all the ace guide does is it takes all of the documents that you need uh to study so the Pilot's Handbook of Aeronautical Knowledge the uh airplane flying handbook the Airman certification standards of course the risk management handbook a lot of advisory circulars it puts them all in one document and cross references it automatically with a really good link structure that I've created so that's what I'm going to be using if you're watching here on video if you're joining us on podcast I'm still going to go through each element so you're going to get a lot out of just the audio as well okay so starting with the Private Pilot ACS first of all before we go into the check ride we want to make sure we're prepared to take the check ride right so we want to ensure that we've met all of the requirements for uh the Private Pilot check ride we can find that in F 61109 in our aeronautical experience the part 61 is really your training requirements for all of the different certificates that you can get as a pilot so in part 6119 9 that is the aeronautical experience for Private Pilot uh it starts with paragraph a that's for single engine rating now I'm pulling it up on my uh computer screen here you can see it on the video I'm using the ecfr Dogo website you can look at these regulations on different places I like how e ecfr uh is laid out first of all it's Source data it's updated as soon as the regulations are updated it's also in a tabulated format so uh or indentation uses indentation so you can see that sub paragraphs of sub paragraphs are lined up indented properly so it's a lot easier to follow if you're using the the ASA document called the uh the far aim you know everybody's seen that book that book has no indentations so it'll just have paragraph a one I I I then b c and it's really hard to see which paragraph is nested in another one so anyway rambling a little bit here but I just like the ecfr site so pulling this up uh this ecfr site lists all of the aeronautical experience you need so it's really important that you sit down with your instructor prior to going into the check ride making sure that you've met all of these requirements here we'll probably talk more about that as these episodes go on but I'll just say before you even um go to the check ride you need to be very familiar with what's in part 6119 for your Private Pilot okay so back to the Airman certification stand but the ACs is broken down into different areas of operation and the FAA uses Roman numerals to designate this so for the Private Pilot starts out with Roman numeral one or area of operation one PreFlight preparation and it goes through Roman numeral 12 or postflight procedures now each of those areas of operation cover a broad category of event so pre-flight preparation pre-light FL procedures airport and C plane base operations takeoffs Landings and go arounds you kind of get the picture here each of those are a separate area of operation now if we look at a specific area of operation and open that up it's broken down further into tasks now in the ACs the FAA has used has listed tasks with letters of the alphabet so task a is pilot qualification task B Airness requirements and it goes uh all the way through task I in the case of area of operation one so each area of operation Roman numerals broken down into tasks letters of the alphabet and then each task is further broken down into three subcategories so each task will have a knowledge category a risk management category and a skill category now we finally get to the building blocks of this because each of those categories is further broken down and this is the elemental level of the ACs is broken Bren down into elements each knowledge risk management and skill area is uh made up of separate elements these little elements have distinct codes so for instance the first element that we see in the Private Pilot ACS its code is PA Roman numeral 1 letter A K1 so if we go back just a couple of pages the ACs in the in the very beginning in fact this is on page two of the Private Pilot ACS gives us a little kind of secret decoder strip of how these element codes work so the first two uh letters stand for the applicable ACS so it'll either be private instrument commercial uh or ATP those are the four big acs's that we have right now the next letter is the uh area of operation Roman numeral then separated these are all separated by decimals then the this is the third segment of the code says the task and then the fourth segment or last segment of the code identifies the specific element so the reason this is important for you as a studier is when you go in and take your written exam uh when you take your written you're going to get a written test report back and that written test report is going to have several knowledge codes or it's going to have a knowledge code listed for every single question that you missed unless you made 100% of of course and then it's not going to have anything listed so every question that you miss on a written FAA exam is going to have a knowledge code associated with it you need to take that written test report and find each knowledge code that you missed in the uh applicable ACS that so if you're studying for your private pilot and you missed three questions you're going to find those knowledge codes in the actual ACS so that's a good thing to do uh because as an examiner I have to examine you on all the questions that you missed on your written exam as well as all the other things that I have to ask about during the check right so that's a little bit of a breakdown of how the ACs Works hopefully that's clear I've done a couple writeups on this in Reddit and I'll try to post those to my website as well maybe some links in the show all right let's get to the ACs the way the ACs works is it's the sheet of music that the examiner is going to use to give you the test so it is the test right the uh DPE doesn't go in make up a Private Pilot exam the fa has created the Private Pilot exam and all we do as a DPE is we basically do the exam like the FAA wants us to the FAA sort of has a script that we have to follow when we're conducting a check ride or a practical test in this case we're going to start with a pre-test briefing during the pre-test briefing we're going to cover several different things administratively of the check ride this is also the time that we're qualifying the applicant for the test so we're going to be be looking at your log book your required uh pilot documents making sure that you have everything ready and we think that we're we're ready to take this check ride once that preest briefing is done we're going to have you sign into iacra and sign your application now I know you've already completed your iacra application with your instructor prior to this uh that's totally separate you have to do that with your instructor before you meet with us as an examiner but then as the examiner we're going to click a button and basically say yes we've briefed you you're ready to take the exam and we're going to start so that's what's going to happen before we start the oral exam so let's talk about how the exam is structured really any check right is broken down into two major parts you have your ground evaluation or your oral exam and then you have your flight examination uh typically in part 61 or part 141 really just all general aviation the flight portion of the exam is going to be done in the actual airplane when you move on to an airline uh that section of the exam is probably going to be done in a flight simulator uh which there's Provisions for in the ACs for our discussion today we're just going to assume we're going to an aircraft though so the first part of any practical test is going to be the oral exam so if you look at the Airman certification standards for a private pilot the oral exam U probably 90% of it is drawn from area of operation one so in these first couple of episodes we're going to cover everything in area of operation one now like I said at the at the top of this if you listen to my old shows uh I went through all of these in three or four episodes for the entire ACS what I'm going to test out here and I'd love to hear your feedback on this is I'm going to go into a lot more detail on each specific element of the areas of operation uh it's going to take a lot longer than just 3 hours to go through the entire Airman certification standards but I feel like uh I've gotten a lot of good feedback and if you're just listening to this or even watching it uh you can easily listen to five or six hours of content while you're preparing for your Private Pilot or your instrument or commercial whatever check redit might be so if this is just too much you know let me know and and maybe we can change things up a bit and I'll go into less detail but for now we're going to start an area of operation one pre-flight preparation this is basically your oral exam is going to happen in this area of operation and we're going to start with task a because that's just where we start and it's kind of laid out in a logical order so in task a pre-flight preparation again I've got a custom uh document pulled up here that if you're watching on on the video it has quite a bit more information than just what's in the stock Airman certification standards but pilot qualification and it's broken down into the three subcategories of category or knowledge risk management and skills so I'll I'll cover this again probably later but I'll just reiterate here is as an examiner I have to choose at least one knowledge element at least one risk management element and I have to have you do all of the skills so of those three sections I have to do one one and all one one and all every single task I have to do at least that now you'll see later on um or you may already know this some skills have a circular reference back to the knowledge topics and say hey for this skill you have to show uh Proficiency in three of the knowledge topics so you you need to know of the knowledge topics on each of these tasks don't just learn one that would be silly uh first of all you you know you wouldn't learn everything you need to know I just during the exam I have to do at least one and the reason I have that I think the fa gave us that option is if we had to do everything if we had to do each element of every single task the check ride would be extremely long we just don't have enough time to evaluate every single skill required every piece of knowledge required to be a safe pilot as a Private Pilot I just don't have time during a check ride to do that so the the fa kind of balances that out and says well you have to choose at least one knowledge at least one risk management all the skills the other thing like I said before that we have to cover is all of the items that you missed on the written test so any knowledge subjects that you missed on the written test I have to ask during the oral as well those I I can use those as your one knowledge topic or I can add them to the one knowledge topic that I've chosen it's really up to me as a as an examiner um so the way the FAA wants us to do these questions is in a scenario format right and that's something that we're going to do a lot more in these episodes that we didn't do in the first one is I'm going to try to give you some example scenarios that would test your skills uh and knowledge and risk management in each of the specific elements so for area of operation uh one task a which is pilot qualifications we're going to start at element one which is your knowledge one it says certification requirements recent flight experience and recordkeeping that's all it says you need to know that now that cross references to uh F 6157 a that's the certification and uh recent flight experience out of f61 so that's a good thing that's something that I'm going to encourage you do on each element is make a cross ref cross reference for each element of either where in the F ARS you can find that information or what handbook has that information and that's what this document does I've kind of done the heavy lifting for you and you can just click on a button and it'll take you directly there but here's an example scenario that would cover everything listed before I go down line by line on the elements here's a scenario you're taking your mother father and grandmother to a wedding in Palm Springs California the wedding begins at 700 p.m. the church is a short 15-minute cab ride from the airport and you'll be returning the same evening the mother weighs 145 lb your father weighs 195 lb and your grandmother weighs 115b your parents gift is a set of dishes weighing 50 lbs thankfully your grandmother brought a card with cash so that is a scenario okay now just thinking about that scenario already as an examiner if I've given you that scenario I've given you a weight and balance problem right you're flying an airplane with three passengers and 50 lbs of baggage in this case plates that we're going to put in the baggage compartment I've given you the weights of all of those and then I've also given you submission requirements it's a 15-minute cab ride from the airport to the uh wedding venue and you're going to return the same evening so already I can sort of start building a a timeline of how this uh how this event is going to go what time do I need to depart well the wedding begins at 7 p.m. plus whatever flight time I have to the Lo location in the 15-minute cab ride uh now what I'm doing as an examiner by giving you the scenario I'm not just asking rot memorization of all of this stuff I'm kind of building this simulation uh of the real world because in the real world you're going to go out and use this aircraft and these privileges to fly places and do things so I'm giving you a reason to go here all right further on the scenario your family accompanies you out to the airplane for pre-flight while forming the pre-flight an inspector from the FAA introduces himself and says that he wants to provide you with a complimentary ramp inspection how nice that's great isn't it since you have never experienced this before you give him a blank stare he explains that he'd like to see your Airman documents what does he mean so in this scenario it's kind of an extension we've got the uh the family with us we're walking out to the airplane to go to this wedding and then all of a sudden we see an FAA uh safety inspector so the fa safety inspector identifies himself and says hey I'm going to do a ramp inspection this is something that we could cover in the oral exam in fact this is very similar to the plan of action that I use as an examiner for my Private Pilot so I'll I'll planely State all right hey uh John you go out to the airplane and uh there's an inspector there waiting to do a ramp inspection what do you have to give him so now thinking of okay what are my required documents I have to have uh a government issue photo ID I have to have my pilot certificate and I have to have a valid current medical so those are the documents that I'm going to have to provide to the FAA inspector so instead of asking you what documents are you required to carry as a pilot I built this scenario where you know there's essentially a an FAA inspector that's asking kind of a similar thing or this is all built around the scenario of of why we're going on this Mission anyway and then the scenario might go on uh like it does here the fa inspector asks if this is a For Hire flight and you say that it isn't while checking your medical certificate he nods says that it looks good and hands it back to you your mom asks why the FAA cares who is paying for the flight and what has it what does it have to do with your medical certificate how do you explain this to your mom this is actually a good way to ask the question because instead of just wrote memorization and you spilling out everything that you think is uh required here if I ask you the question as an examiner if I say hey explain it to me like U I'm somebody that doesn't know anything about Aviation explain it like that well then you have to have a good enough understanding of that subject to actually explain it you just have it memorized so this helps me understand that you have a good understanding of the subject and then just memorize everything because the the thing with memorizing everything is you probably can successfully do it for a check ride but then you know a week later or after the check rade you didn't internalize any of that stuff because memorization is a really uh I guess low level of learning I want you to have a really good understanding of the topic and not just memorize it so in this case uh when the fa inspector asks if it's for hire uh you say no it's not and now your mom's asking well why does he care so now I get to hear from you as if you were explaining it to somebody that didn't know anything about Aviation of what limits you have as a private pilot and how you can't fly for hire you can't hold out uh you know you can fly somewhere uh and split the cost using the pratus scheme but you can only do that if there's a common purpose like there's a whole line of discussion we can talk about there which we're going to get into by the way but I'm just showing you how this might get asked during a uh scenario based question time so back to our knowledge elements we have five knowledge elements the first knowledge element cert certification requirements recent flight experience and recordkeeping so in the scenario below the FAA examiner asked you to give all of your required documents so the documents required to exercise your Private Pilot privileges that's knowledge uh element four so you check the box there next um your mom asked well why does he care who's paying for it so that covers knowledge element two which is Privileges and limitations so you've got two out of five already in this scenario the knowledge element we first talked about which is knowledge element one certification requirements recent flight experience and recordkeeping that we're going to have to dig a little bit deeper because you're not required to carry your log book as a Private Pilot now you are required to carry it as a student pilot but once you're a Private Pilot you're not required to carry it but what an uh a safety inspector may ask during the course of a ramp inspection is are you current so you need to be able to explain at least to The Examiner or the uh the inspector in this case but also the examiner of what it takes for you to be current so for that that's your three takeoffs and landings every 90 days now that's not very many takeoffs and landings and what the scenario may ask or what the examiner may ask is uh well let's pretend like you haven't flown in say three months and the morning of the flight remember this is at 700 p.m. so we might be leaving around noon so you decide you're going to get up at eight and you're going to go do three takeoffs and landings to get recurrent so is that proficient and then what's the difference between proficiency and currency are you nervous about an upcoming check ride have you ever wondered what it's like to be a designated pilot examiner in this show I give you a behind the scenes look of the FAA check ride process I'll show you best practices on how to have a successful check ride common errors that applicants struggle with and share with you some of the valuable knowledge I've gained throughout my 15-year career in Military and civilian Aviation for more information about the show visit our website vl. a/p podcast there you'll find the show Library various ways to support the show and links to purchase our interactive Airman certification standards study guide don't forget to like subscribe and leave a festar review most importantly tell your Aviation friends about the show this is listener supported content and I plan on keeping it that way so any way you can support the show through patreon or PayPal is greatly appreciated consider how much you would normally pay for an hour of ground school with an experienced CFI thanks for listening and back to the show so now that I've added that in the mix I've we're up to three knowledge topics that I've examined right I've I've got knowledge topic one which is your certification requirements recent flight experience and recordkeeping we've got two which is Privileges and limitations uh we've got four which is documents required and now I've brought in the risk management element the first one and that's failure to distinguish between proficiency versus currency so we're getting that proficiency and currency discussion already and still we're operating in the same scenario here now the the last two that we have to cover on the knowledge topics are uh knowledge element three which is medical certificates class expiration privileges temporary disqualifications and then skill or knowledge five which is part 68 basic Med privileges and limitations so those are all five of our knowledge topics some of those I may have to step out of the scenario and just PL L ask okay what happens when uh your class 3 expires or you're coming up on your class 3 expiration and you don't want to get another class three uh medical is there a way that you can keep flying I may ask may ask it like that in that case you could bring up well there is basic Med I could do the basic Med uh qualification in lie of doing a actual class 3 Medical and then I might ask well do you know do you happen to know the limit limitations of basic Med now unless you're using basic Med and for the actual check ride which is legal you I have given check rides to folks that are using basic Med I typically don't expect them to know all of those limitations uh but to have some sort of working knowledge to know well you know it's kind of like class three medical uh except I'm not going through an AME and there's an online course now what I will say is it would be a really good idea for you to take the basic Med course as a Private Pilot because at the end of the day we're all self C certifying and that's really what basic Med is is it's a self-certification uh type of medical right you're using your primary care physician in yourself to decide yes I'm safe to fly well you're not under constant observation by your AME from day-to-day so we're all kind of doing this anyway so the basic Med course I think is really good for all Pilots to take and if you're an instructor it'd be a great great uh way for you to um you know get brushed up on what type of self-certification events are we doing on a day-to-day basis anyway all right so uh further on in the scenario that I have listed here the inspector then asks if you have your pilot log book with you luckily it's still in your bag he asks you to show him that you're current what do you show so that's going to cover 6156 and 6157 or parts F uh 6156 and 57 um now from back to our initial uh scenario remember the wedding begins at 7:00 p.m. and we're going to return the same day so that means we're going to be returning at night so if you fail to bring that up to me as the examiner I might have to ask that question uh just outright and say hey what about our return trip what's going to be different and even the the trip there at 7 p.m. that could be well past uh Sunset depending on the time of year and location um but let's say it's in the summertime and sunset isn't until 9 p.m. you know we've gotten down there in the daytime and now we're returning at night what type of currency do you have to have for that night operation and how's how does that need to be logged differently than your day takeoffs and Landing so we get to have that discussion there uh all right now onto the risk management again we've already covered one we have two risk management items here in task a we have failure to distinguish between proficiency versus currency and flying unfamiliar airplanes are operating with unfamiliar flight displays systems and avionics so this discussion kind of leads into or circles back to your privileges and limitations as a Private Pilot We may have this discussion of okay the plane uh of the Flight Club you were planning on using uh isn't available but there's another 172 available and you meet all of the minimum requirements but that 172 is equipped with a G1000 and you've never used the G1000 before now we could flip this scenario around very easily if you're using a flight school airplane for the actual check ride that is G1 1000 we could say the opposite well well the g100 172 is out of service and there's only the basic six-pack 172 available would you still do this flight and that's kind of a two-part question of would you still do it personally from a risk management standpoint and are you legal to do it so the correct answer is yes you would be legal to do it you are legal uh however it may not be a good idea for you to do a flight in an un um I won't say unknown but in an airplane that you don't have EXP experience just with the avionic systems let's say you have 200 hours of 172 time and you're completely comfortable in the in the airframe if you don't know how to use the avionics correctly or you don't know uh you're not practiced doing that six-pack uh scan then it may not be a prudent thing for you to go out and fly that now this could be different depending on your experience right maybe you've got a lot of six-pack time and you've got a lot of G1000 time and you can fluidly go in between each aircraft uh we would still bring up the the discussion point of when is the last time you flown with this avionics and have you thought about that and part of your personal minimums checklist of hey I've got uh at least maybe three hours of experience in the past six months in this specific type of aircraft uh avionics setup even though you know I'm normally flying a different avionics setup so that's a question that we're going to have there uh and those two risk management so the the proficiency versus currency and the unfamiliar airplane those two kind of go hand inand and kind of easily tie into the knowledge area skill one there's only one skill on this one and it's apply requirements to act as pic under visual flight rules in a scenario given by the evaluator so we've kind of been doing this the entire time right I've given you a scenario and we've had this discussion on whether or not you're legal to do this so This skill is pretty much uh met as soon as we've done the knowledge and Risk Management areas we've done enough to fulfill the skill area uh what the skill says is just hey can you legally act as pic here now what I typically do here is I change the scenario slightly or or put different tilts on the scenario uh to really make sure you have a a whole uh knowledge on your privileges and limitations because that's really what I'm wanting to know is okay you can do the w uh because it's your mom and dad and grandmother and you're flying down there obviously you had a reason to go to the wedding and your parents did to they're going to ride along with you that's fine what I may say is once you've answered all these questions correctly I may say well what if uh this wasn't a family member of yours you just uh let's say you work at a business and your coworker is the father and his wife and his mother so the father mother grandmother aren't related to you they're just friends of yours and they've asked if you can fly them to the wedding so that brings up a whole other conversation of what are your limitations as a Private Pilot you have this we say that it's a close friend that's asking you to fly them somewhere can you do that so the correct answer here is it depends and unfortunately that's the answer to a lot of these questions but the reason it depends is it depends on if you had a reason to go there in the first place right there has to to be a common purpose now to find the common purpose that's not actually referenced in uh part 91 or part 61 limitations so if we wanted to look at the limitations that's in F 61113 this is your Private Pilot limitations so let's talk about a couple different scenarios before we um go any further here so in part 6113 Private Pilot limitations um the first one is part a and it says except as provided in paragraphs B through H so paragraphs B through H below this and that's 1 2 3 4 five six seven there's seven ways that are an exception to this uh but no person who holds a Private Pilot certificate may act as pic of an aircraft that is carrying passengers or property for compensation or hire nor May that person for compensation or hire act as pic of an aircraft so it's basically saying if you're any compens is happening you can't do it as a Private Pilot except for and then it lists seven reasons where you can actually be compensated uh as a Private Pilot the first one is you can be pilot in command and receive compensation if you're flying the aircraft in connection with business or employment if the business is incidental to the flight right or the flight is incidental to the business and the aircraft does not carry persons or passenger or passengers of property for compensation or hire so a good example here this is actually one that I use a lot for my scenarios is you're going to a conference and you're bringing along um I I use a wheelchair you're you work at a uh a healthc care company you're going to a healthcare conference and you're bringing this new electric powered wheelchair that you're going to try to sell so that's your cargo you're going down to this conference uh let's say you make a bunch of sales of this wheelchair at that conference so you've essentially made made some money and then you're going to expense that whole trip to your health Healthcare company so they're going to pay for that trip uh down there and back and you're being compensated essentially to fly is that legal and the answer is yes it probably is legal because the conference itself was completely incidental to the flight you could have driven there you could have flown commercial there but you decided to fly a private airplane there so the trip itself is totally incidental to the flight uh that was just your mode of transportation and then as long as you didn't sell that wheelchair right you didn't bring that wheelchair down there to sell it cuz then you're kind of carrying it for higher then I guess that was just kind of a demo um you're you're flying that back and forth you know that's fine you didn't carry anything for compensation or hire uh and you simply got reimbursed for your trip now this could be a business that you own it could be a business that you work for uh it could even be the government I've you know I used to be in the active duty Air Force and when we were going on a temporary Duty assignment there was a way for the um the government to reimburse you for the use of a private airplane to go to these temporary Duty stations and you could do that just as a simple Private Pilot all right next up we have a Private Pilot may not pay less than Prat a share of operating expenses of a flight with passengers provided the expenses involve only fuel oil airport expenditures or rental fees so this is your prata cost cost sharing agreement now pric expense sharing is a form of compensation okay uh just because you're not making money on just because you're not making a profit doesn't mean you're not being compensated hopefully that makes sense so if it's going to take you $100 to fly this airplane and instead you split the cost and it only T costs you $50 you've been compensated $50 right uh money is a fungible asset so instead of spending uh $100 you only spent 50 so you essentially made $50 now I know you didn't profit necessarily right you still paid money you didn't profit but profit isn't a requirement for illegality right it in order for it to be illegal it doesn't have to be profitable it can be unprofitable and you're still breaking the rules so uh when you're when you're doing pric cost sharing that's a big deal so let's talk more about this because this is probably the scenario that's going to come up is splitting the cost using the prata uh agreement if we go back to the ace guide uh what you're going to see at the global menu and I need to put a link here but on the global menu there's a sharing aircraft operating expenses and this is advisory circular 6142 I've done some short videos on this but I wanted to just expound upon it more in this um in this episode here so sharing aircraft operating expenses is a lot more complicated than what um the F spells out and I don't know why they've done that exactly I wish they would add a few more paragraphs to the F instead of hiding it in an advisory circular that also references a lot of uh legal interpretations but that's just where we're at that's the way things are so sharing operating aircraft or sharing aircraft operating expenses rise your circular 6142 uh it has an intro but but generally right here uh I've got it all highlighted uh as a general role private Pilots May neither act as pic of an aircraft for compensation yeah we've already covered that uh so 116 uh 6113 B throughh contains seven exemptions and then uh what this advisory circular focuses on is exemption C so that's just kind of a big statement right that sounds uh pretty inan but think about this we have have a advisory circular here that is uh it's 12 pages long so we have a 12 page advisory circular that is breaking down a single or two sentences from the F ARS okay 6113 C let me go back and make sure 6113 C is no it's just one sentence so one sentence out of 6113 C the fa used to make a 12 page guide that's that's kind of shocking to me it's just one sentence and we need 12 pages to explain that one sentence adequately so the cost sharing agreement expense sharing so first off the fa goes in and defines compensation so compensation is the receipt of anything of value uh now this includes money obviously it also includes the uh accumulation of flight time okay uh it can be uh expected future economic benefit right that's a a benefit that that's a form of compensation so if you're a business owner and you're kind of whining and dining a client hopefully hoping that you're going to secure their future business then that's a a form of compensation you're getting on that flight so compensation can be anything so down here I've got it highlighted uh the Rebecca mcferson August 2014 uh legal interpretation so if we go to the global menu here I have a a selected set of legal interpretations and the second column here just list the basic um descriptions of what that legal interpretation is so let's see if we can find one that covers expense sharing so here's one here the lamb uh 2010 if we click on this this is the uh lamb um legal interpretation that talks about using your uh a third party to pay your portion of the prata expenses and basically this one asks three different scenarios um so the first scenario is the pilot and passengers each pay Prat share uh the second one the passengers each pay Prat a share and the Pilot's employer pays the Pilot's Prat a share and the third one is the passengers each pay a Prat share and the company owned by the pilot pays the Pilot's Prat share uh oh I guess there's a Force One the pass the passengers each pay a Prat share and the company with which the pilot is a partner pays the Pilot's Prat share so we've got four options here and what the fa says in this legal interpretation is only the first one is legal only the first one is the appropriate use of cost sharing is the pilot and the passengers each pay Prat Shar so we can go back to our uh document here this is 6142 that we're back at so compensation can be anything right that's what we're doing now here's the part that is honestly a little frustrating to me because I just said that 61113 is only one sentence so it's not like it's so long that they had to shorten it down I mean it's it's one sentence I wish they would add this sentence and this sentence says as previously stated the fa has has consistently interpreted 61113 to mean that Private Pilot have a common purpose with his or her passengers and have his or her own reason other than the receipt of compensation for the flight for traveling to the destination I really wish that was in the F ARS but it's not and a lot of people don't know it because of that uh it's in this advisory circular it's in some legal interpretations but the common purpose is um probably the most missed question during a Private Pilot exam for me um so much so that I I just I don't give people disapprovals if they're not completely familiar with the common purpose they know the Prat share because that's in the F right it's clearly spelled out of yeah I can pay the Prat share what they're not familiar with is okay well my passengers are the ones that asked me to go here and I didn't have a reason to go uh that's not appropriate you have to have a reason now it could be the same same as your passengers or it could be totally different but you have to have a reason for going on that flight for that to be a legal use of PR cost sharing if there is no common purpose there is no legal way for you to do this flight now this is here to protect the general public I think because let's think about this for a second I'm A Private Pilot and I want to be an airline pilot someday so I need to build a lot of hours so I get my Private Pilot rating and I buy an airplane buy 172 and I'm like okay I'm going to start building my 1500 hours towards my ATP okay I've only got 50 hours so I've got a long ways to go so the first thing I do is I start a Facebook page and I I say okay this is free flights with Seth because what I'm thinking is heck I am am uh I got to build these hours anyway right so I might as well help people out get where they need to go while I'm building my hours and so you just go to this website you say hey Seth I want to go to Dustin I'll fly you to Dustin you ask how much it is and I was like well you know I can't charge you I can't make a profit so you just have to pay 50% of the fuel and Rental and all that stuff okay well here's your you know really cheap tickets now because I just have to pay 50% for that flight and I fly back empty now did it cost me money to do that flight yeah of course it did I I still had to pay half the leg there and then I had to pay for everything on the way back if I look at the black and white F ARS have I broken any laws yet and if you just look at the black and white restrictions of 61113 no I haven't broken any rules according to those black and white rules because I did the prata flight down there I didn't accept any more compensation than prata and then I paid for the full cost of the flight back but because the common purpose test exists I actually did break the law because I had no common purpose to go to Destin it was just my passengers the only reason I was on the flight is to fly them as a pilot so I was essentially acting as a taxi service now I will say the whole deal with me starting a website and all that that's kind of holding out and that probably is clearly breaking uh a law in there but I'm just saying the the simple restrictions in part one uh or 6113 C is it doesn't mention common purpose which is really frustrating for me I I really wish we could just add that to the f RS not sure why it's not in there but it's not so this is me telling you if you're going to take your check ride for Private Pilot and if you're just a private pilot already and you're just listening to this for the heck of it know that common purpose is a thing it's something that you have to meet if you're going to participate in the pratic cost sharing so there's some other scenarios where this can get really tricky let's say that you're uh an aircraft owner and you know another aircraft owner and and that other aircraft owner needs to move his plane somewhere where to get an annual inspection done and he calls you up and he's like hey buddy uh I've got to go drop my plane off at XY or Z could you come pick me up and fly me back home and I'm like yeah buddy for sure I'm just hanging out at the airport I'll head down there right now so you get in your plane and you fly down there you pick him up and you fly them back and he's like hey thanks for the ride here's my prata um expense for the flight and you're like no no no no don't worry about it I'm not going to charge you a dime have you broken any rules I'll go out on a limb here and say no I don't think you've broken any rules however and this is a big however if that type of behavior extends out to the general public you are still breaking the rules because guess what the compensation right the FAA defined compensation as anything of value so what did you acrew on the way there you acred flight hours right you didn't have a common purpose you acred flight hours so that could be seen as a form of compensation now the reason I said I would go out on a limb and say that that's legal is I think that's a limited right you didn't advertise it's a limited group of people that's your hanger mate he's you've got an established friendship there I think that's still uh appropriate if we're looking at kind of a common law aspect of it and I'm not an attorney and I'm not offering you legal advice I'm just saying that as long as you flying people places is limited to a very small group of people and not the general public I think you're still meeting the intent of the law I think the best example of this is uh you know let's say you're married so I'm married my wife has a place that she really likes to eat that we fly to sometimes and I get I get home and she's like hey uh we got you got tomorrow off how about we load up the airplane and you we fly out there for a little dinner date and and fly back just a little day trip to her favorite restaurant did I want to go to that restaurant no it was her idea so now if I take her on that flight am I breaking the law that sounds kind of silly and that's how I kind of treat this is if it sounds just ridiculous on the face of it that may not be the intent of the law now some of these F ARS do sound silly sometimes they have their intention but this one in particular I I think you do need to apply a certain amount of common sense when you're looking at the law of okay well if my wife wants to fly somewhere and it wasn't my idea now we're starting to get into the realm of like a thought crime right first of all how would anybody prove you didn't think of going to that restaurant right maybe subconsciously you wanted to go I I don't know but proving who thought of something first is really difficult but the main thing to remember here is if you start opening up cost sharing you know Prat cost Shar sharing to other people to help facilitate their transportation needs and they're not related to you they're not friends there's no established relationship there then it's starting to sound a lot like a taxi service and you are breaking the law you're going to get in trouble uh don't do it but if you limit it to a certain group of people that are that are close to you I think that's fine uh again not offering legal advice and if you're from the FAA listening you're like Seth you're completely 100% wrong please let me you know and and I'll I'll take this video down and issue a correction but I'm going to stand by what I said I think you're not you know you're definitely not breaking the intent of any of these laws here okay back to area of operation one task a we've talked about all of the knowledge topics we've talked about all the risk management topics and we've talked about all the skills I've given you a good scenario based question on how to think about all of these things so in the next episode we're going to get into area of operation uh one task B and just to give you a preview of that that's going to be air worthiness requirements so this one this next episode will be a little bit longer anyway I I would love to hear from you on what you think of this new format rather than um do a really long like 1 Hour episode over the whole ACS or a quarter of it I'm going to break it down into each task pretty much corre episode so it'll be a lot of content hopefully you enjoy it hopefully you found it helpful good luck studying for your check ride thank you so much for listening and uh tune back in next time see [Music] you