hello everyone welcome to safety pilot I'm Andrew and I'm Caleb today we're doing a mock instrument check ride as usual our goal here and our desire is to show the scope of an instrument check ride so we're going to go through the scope the kind of questions you might be asked and try to hit the average length of an Instagram check ride I'll be the student applying for instrument rating and Caleb will be the DP so let's just jump right in we're not going to stop if I get something wrong we're just going to put a buzzer in and put the answer in over it and if we need to discuss anything at the end we'll discuss it then so let's do it yep when you first come in for the exam just say Private Pilot we'll start off with doing some paperwork doing the 8710 IAC reform and you will have presented all of your documents we'll go through the whole Spiel of you know Bill of Rights and stuff three possible outcomes past discontinued disapproval hopefully we get the temporary Airman certificate today we'll look at the logbooks to make sure the airplane we're flying today is legal for the flight so we'll go through all the inspections and stuff you should still all know all those inspections and their expiration dates from your Private Pilot stuff so with that out of the way the scenario for today that I had you plan in advance is that you are going to be a we're assuming that you are already an instrument rated pilot so you pass today and you're going to be taking me on a flight and I have never been in an airplane before and we're going on a flight from Superior Wisconsin to Marshfield Wisconsin on an instrument floodplain so we'll kind of work into that scenario as we go to start things off I just want to know when is an instrument rating required but as far equating uh rating is required and conditioned below via far weather minimums okay uh it's required apply an instrument Flight Plan okay to fly in class A airspace and for special zfr at night okay yeah that's good all right and um so we're gonna be flying on internet flight plan today how do you know that you are legal to perform the flight on an instrument flight plan with me as a passenger today so to carry a passenger I'm going to have had to have made three Landings within the preceding 90 calendar days okay which I have done and I'm also a current instrument pilot because within the preceding six calendar months I have done six instrument approaches I've been holds intercepts and tracking using the required navigational equipment okay um is there anything else you need to act as a piloting command yep so within the last two years 24 calendar months I need a proficiency check or in my case I had a check ride which will also uh fulfill that requirement great yeah so your Private Pilot check right if you do that okay uh you mentioned um like approved devices for these approaches is it okay to use like uh like can I shoot up an approach using my foreflight or a handheld GPS no it needs to be an fa approved device and uh big role they have for GPS is it has to be it can't be removable or portable it needs to be established okay in the aircraft okay so so uh I've got an old 172 that's got a black and white display GPS from it looks like it's from the early 1900s is that approved for instrument how would I know it's approved is it like a Garmin 196 or something I don't even know so it'll perform to a TSO okay technical standard order which we'll have all the requirements and specifications that are necessary for that GPS to be used for uh instrument reading okay so and then I can also like what I'm going to do is if I'm flying airplane I'm just not sure I'm going to look um the the manual for the GPS should be in the airplane yeah it's required to be an airplane and in that it'll save it's usable for IFR flight if it's not sure yeah so a manual maybe like a supplement or something in the pH because because some of these GPS's they're all in their like the number or the type is like smudged out and can't really tell the numbers but yeah you're right yeah this should be a manual with it okay um so if my currency if I didn't if I did three night Landings you know an hour after sunset from because I want to carry some people at night are those night Landings going to come for my day currency sure yeah predict currency you just need three three take off and landings okay so that'd be day or night so night Landings will count for day currency as well as correct all right okay um and then in terms of doing these six approaches you mentioned can I just do six um rnav three six approaches at my local airport I'll shoot them all in a row and that counts for complete currency for any approach ever for six months yeah you could yeah yeah six approaches it could be any type okay approach uh would you feel comfortable doing that and then shooting say an ILS I wouldn't no okay I wouldn't do I wouldn't do six VOR approaches and then be like oh I can go do an iOS to minimums okay even though the last time I did almost eight months ago or something sure yeah this this is getting into uh something you talked about in your private check right I'm sure about you know what's legal versus what's safe right yeah yeah I'm sure you know about that so good okay so if I'm out of my IFR currency so that six months you mentioned uh let's say it just got out of currency what do I need to do to reinstate uh my currency just beyond six calendar months I need to go up and do uh six approaches tracking holding everything like that again okay uh but I can't do it alone so I can't go into actual to do it uh I'll need to fly with a safety pilot okay or instructor okay so at least a Private Pilot needs to be with me okay so if I'm just doing it with a with a Private Pilot can I can I still file IFR and go yeah you can still log uh no so you wouldn't put a fly into into actual okay um can I file IFR no you wouldn't you wouldn't fall IFR because you're not able to actively flies okay piercing those conditions all right okay um so let's say let's say I'm doing this and I'm not on an iPhone flight plan I'm just going to be AFR doing some local approaches and I've got um let's say you're up there and you've got the the foggles of the hood on and you've got just a not instrument rated just a regular Private Pilot um sitting in the right seat who can log this is pic time sort of beyond the six month Point yep yep so right now we're trying to regain the currency uh both so I'm still gonna like PSC because there's so manipulator of the controls okay I am flying the aircraft uh in the Private Pilot or whatever's fine with me as long as they're a certified certificated pilot they're also going to log pic um as if required crew member okay who's is uh are you both Gonna Be Acting no only the one the sole manipulator controls so in this case it would be the acting PAC you sure okay um let's say you're shooting an approach in the end of the hood and uh well let's see this do you think you can accomplish your scene of void responsibilities oh well into the hood do you think you can act as pic if you're if you're blocking your vision do you think you can perform your full VFR pilot duties so do you think you'd be the one acting as pic in that case it would appear not doesn't seem to be so maybe maybe the Private Pilot who can perform full scene of boy duties for sure reacting okay something to think about uh okay so let's say you're shooting this approach and you are you're wanting to log these approaches for currency um when can you log an approach into simulated instrument conditions under that hood how far do you have to fly that approach in order to log it I apply to I need to fly the procedure down to the most approach Point okay and now how would that change if I was an actual instrument conditions an actual you need to fly to the Final Approach point you need to fly at least to the Final Approach point and if say 100 feet below or whatever 50 people the Final Approach point few are you fight in actual down below the Final Approach Point okay and if you break out somewhere in between that and this Final Approach when you miss approaches yeah exactly still logging okay uh so now let's say it's been it's been I've been out of currency for more than six months so it's you know potentially been like that year I think people will mention um well how am I gonna get my currency back now to fly into it's been more than a year yeah so it goes down 12 months you need an instrument proficiency check okay so it's a flight with a cfwi DPE or somebody designated by the administrator and that needs to be uh just completed with them similar to a proficiency flight okay and so to find information on what would be in that uh in the back of the instrument ACS okay good I'm glad you went there I was gonna say I I I'm a cfwi can use fly in there with me for 20 minutes and I'll sign you off we need there are specific things that the fa mandates that we need to accomplish yeah it's almost another check ride so basically no check right you can just take it with somebody who's a little bit less scary than yeah okay great okay so let's move on to the airplane now what inspections do we need to have on the airplane for to be certified inspections it needs to be an annual okay it needs to have a VR check all right if it has to be award uh needs to have 100 hours being used for hire okay it needs to have airworth in a certificate it's not an inspection it needs to have uh the transponder so the transponder and Pedro static check every 24 kilometer months okay if those are separate items okay and then elt every 12 months okay um can I overfly my annual if I need to get it somewhere to get it done or only with specific permission from the FAA such as a ferry permit okay but under normal conditions no where would I go to get a fair permit to the physical okay yeah um so you mentioned VOR check every 30 days who can perform that check Private Pilot uh a p repair station so after you perform let's say you perform the check since you're You Know You're A Private Pilot you perform the check what do you need to what do you need to record and where do you need to record it so people know you need to record in the aircraft logs the the date location uh who I put my signature and I need to put the the findings of of the check sure what and what would that well that what form would that be in the findings uh if it passed or not okay and then if necessary any deviation sure like how much error goes in it yeah okay great um how would I perform a vot check uh so dot check you need to go to the Chart supplement to get the proper frequency and location to the vot okay then you line up the aircraft on the vot station or the pavement that's designated uh and set the VOR to 180 degrees or 360. and then you're looking to make sure that you're indicating 360 from or 182 vot okay now is a vot going to be on one exact specific spot and worked on the pavement or could it be just anywhere that it says in the vicinity it'll tell you where you need to be okay yeah so um what a ground check then of your ground check uh so vot is specifically it's easy for me to described by saying what it isn't no so a ground check is it'll be a designated position there we go at an airport right where you need to be where you're at a bearing from a designated VOR but it's a VR that's in you so the vot is is designated just for testing okay ground check is using a standard Duty VOR and you're just at a predefined location okay yeah right um so just really quickly what what kind of documents do and you have inside the airplane for the flight uh airworthy certificate okay you need to have the poh or the AFM okay operating limitations you need current weight and balance uh airworthiness said that and the aircraft registration okay and how long is registration valid in seven years seven calendar years the way things have been going the last decade that might be out of date by the time you watch this video um all right so if let's say let's say you're going flying and you've got the airplane out you made sure everything is good you made sure you're good you have a passenger you got me set good to go I'm all hyped about this flight going to the middle of Wisconsin um if you get in the airplane and you're inclinometer to a little slip skid ball is not moving back and forth can you still do this flight I'm going IFR correct I cannot okay that needs to be working okay could you go VFR I could go very far okay this would be an option uh would you go through that whole Spiel of inopening the activation um so what other equipment are you required to have on the flight to in order for it to be legal as an instrument flight give me a source of power and alternative regenerator okay I need a radio okay I need altimeter and an attitude indicator okay I need a slip indicator I need a clock okay it's showing hours minute seconds can I use my Watch or my phone no no I can't again it's the same with GPS it needs to be installed and fixed in the aircraft I need a rate of turn indicator and I need a directional driver for gyro okay you mentioned an altimeter can this be any alternator should be pressure sensing with the Colton window okay okay um what do I need to do IFR flying at night what's that what oh so we've been doing what equipment uh you'd need to add on you need to have backup fuses and circuit breakers okay for the uh electronics you need to have uh position lights okay and anti-closion lights uh Landing light if you're operating for hire and then a source of energy that battery sure um so while taxing no yes we fix the inclinometer we just tapped on it and it does it moves after all while taxing go unnoticed now I'm paying extra attention to my turn coordinator I notice that my rate of turn indicator on the turn coordinator is not turning when I turn is that normal on the ground on the ground while taxing it should be moving so I'm not in the air so if I'm doing it let's say I'm doing a right turn and it's not tilting but I'm not flying so should it be tilting it should or tilt as long as you've allowed adequate time for the gyro to spin up it should still be turning okay if you're it turns around so if I'm doing a right turn which way should it be turning it should still be indicating that you're in a right turn yeah good okay so it's not normal would you fly with it could you fly with it uh no you can't fly with it like that it needs to be operating good yeah so we wouldn't fly again we did the same issues we did with the inclinometer good okay so we're gonna move on now from the airplane let's say I'm set ready to go I'm hyped now the airplane's all hyped up and ready to go we fixed all the problems with the turn coordinator perfect um now we're going to look at make sure the weather is okay make sure the sky is okay to go flying so uh where did you get your well did you get a weather briefing today I did okay yep so you do that before the Checker I just like you did for private uh where did you get your weather briefing from I got mine from foreflight okay are there other places you could have gotten the weather absolutely what kind of what other places could you get what did you think flight service station okay aviationweather.gov okay how would you contact the flight service station for weather briefing I would grab my phone and dial 1-800 WX brief okay okay Flight Services talk to them what kind of information would you give them on the phone uh anything they ask for all right within a reason uh they're gonna ask for my n number oh they're gonna ask for all kinds of stuff my my flight altitude estimated time of arrival departure type of aircraft okay equipment on board potentially okay you're just going to kind of list it as they go yeah all right now I could look at I could look at the AKO as long as it's the newer version it'll lay it out in the order that they have it but they usually seem to be pretty quick about just writing down the information as I give it to them randomly oh all right okay um yeah all right well um yeah just like the first 10 items on those forms usually what they want you knew that though I'm not teaching you that um what kind of weather and services make up a good weather briefing so it's not just whether I also want to look up airspace uh just notoms in general okay things that might have changed or be atypical or information I need to know and then I'm going to look at the observed weather okay and I'm gonna look at the forecasted weather as well as any uh significant weather phenomena that you're expected or current so fast so what kind of weather reports make up observed weather uh metars pyreps uh service observation charts okay what about what about forecast weather forecast weather is going to be paths uh I suppose things like air mats again could also be observed sure can also be typically for weather in the future especially as they extend over a period of time so those are also going to be forecasted whether or not they were posted right now they've made a poster right now but they're also of course they're also showing that they're expected to continue or develop into the future for forecast we have everything we have all kinds of different charts for for uh Cloud tops with the graphical forecast uh I think I mentioned tafts you have signets Collective Sigma outlooks I mean you've got all kinds of charts okay good well and you you'd use all those that you mentioned I'd use any of the having pertinent information okay well uh why don't you walk me through the briefing that you did for today it's on forefoot yeah that's fine you're gonna just pull before flight um four flight brief is gonna make it uh pretty simple I'm gonna start with you know adverse conditions segments airmeds tfrs and then we're gonna work our way down into stuff this um so we have an area of instrument uh flight rules so an air mat that's Southwest of our position okay that is active during our time and then so this is pretty standard like what I was seeing yesterday this is a little bit worse than yesterday so we're still seeing uh projected areas of IFR instrument flight okay rules because the ceiling is going to be below a thousand or uh visibility below three miles and that's for the basically the entire radar flight this is not during an active flight time though okay so these aromats are going to expire uh before we're planning to fly now or they're going to be active after so um and that was the same thing I was seeing last night but overall this is still giving me the impression that uh there are low-level clouds in the area Okay so I'm actually going to spend a second here which I should I should do here just to see when these were projected for so it looks like this one was 7 A.M on August 7th and what time what time are we planning on flying out today 10 a.m okay so this is slightly before departure and this one's also for 7am okay so they probably go for seven to ten looks like okay so I I mean would you make a go no go decision based on these no I wouldn't okay what else can we look at then foreign unfortunately this doesn't give me a lot of information uh just some some pressure lines and yeah but I know I saw even yesterday I saw here that there was uh a cold front to pass through okay what is what's that orange dotted line right there I believe it's connecting an area of equal pressure okay what are what are these lines out here ISO bar so what are isil okay it's so pressure so what's the difference between that those lines and the orange ones I'd have to look at my uh charts up my uh chart Legend here for these Orange Lines okay um before you do that um what is the what are the the blue H's those are showing me uh areas of high pressure okay and generally speaking what what can I expect around a high pressure system around a high pressure system generally good weather okay which direction do they rotate high pressure systems rotate clockwise okay and do they do they cause lifting or descending of air to push air out or drop yeah so they're pushing air out and usually they're Rising okay so they would cause clouds to form yeah but the car's close to form but you're generally are lifting things up from the ground so you're better visibility you might have some turbulence but also they're pushing air out so a lot of dust particles nuclei are pushed away from a high pressure system okay you might have shower precipitation because of clouds lifting but generally the weather will be good what about low pressure systems low pressure systems uh bring in poor weather so they're bringing in a lot of nuclei a lot of dust particles under central location uh you have descending air so you have un usually really just unstable atmosphere and uh you can have instead of more of a shower or steady precipitation you can have your mother could have things like thunderstorms okay and convective development what causes an unstable atmosphere on unstable lapse rate and things like moisture but really it's just unstable so it's working here lifting lifting air yeah so it was a low pressure system unstable you said it has descending air I'd say it's still still unstable because with the low pressure system yeah you still get a development of usually thunderstorms and and weather cells with descending air what are the what are the requirements of a thunderstorm what are the three things that can make it better part of the thunderstorm to form [Music] you need a non-stable lapse rate okay which is what must be rising here so there's Rising quicker than standards atmospheres so non-stable atmosphere okay senior right seeing Rising air yep and a non-stable atmosphere what else do you need moisture moisture okay so there's a low pressure system provide those three things if it's causing you to descend foreign yes [Music] okay okay are you sure I'm gonna I'm still gonna argue yes uh just because again I think a low pressure system it usually brings with the bad weather and especially and I I think it is again because you have a low pressure system moving in which is pushing air down which is gonna you know it has to displace air around it so whether that's in front of the low pressure system behind a low pressure system you're going to have air that's being cycled back up and I think that's going to lead to uh to bad weather yeah to Rising atmosphere okay let's let's move on let's move on to this blue these blue triangles right here what are those it's a cold front uh line okay what kind of weather do I expect along the cold front I mean you're gonna have a change in Wind you're gonna have just a cold mass of air probably rain okay little clouds why would why would it cause clouds and rain because it's uh cooling down the atmosphere okay an air and air can hold less moisture when it's cool okay um what about a warm front um warm front still along the front line you're still it's a possibility of seeing moisture [Laughter] um again it's just a warm air mass moving over cold air mass it's going to bring in a change of winds so do they are they both doing the exact same thing causing the exact same weather what's the difference what kind of or what are some differences between the two so a warm front generally brings in a warm mass of air which can hold more moisture and it comes over a heavier colder mass and as it pushes that cold mass away it usually starts to rise above the cold mass because it's lighter air so as that warm air starts to rise it starts to cool down a bit and starts to make more of a shower recovery and precipitation but it's not very violent you don't have a lot of quick Rising air when a cold front comes in it's going to just place a warm mass of air and the warm air is lighter and that warm air is going to be pushed up above the cold air quickly there's cold but moves and you can even quicker than warm front it's going to move it up really quickly and you're going to get swirling and you're going to get rapid rise which is going to bring in things like thunderstorms and convective activity okay so it's going to be more violent thunderstorms [Music] um typically don't last as long because again cold front's moving and quicker things happen much quicker so all that energy is expanded faster was warm front things kind of take their time and you might get you know a couple days of rainy shower or precipitation so if you were to generalize which one would you say creates worse weather for cold front cold front Okay I like that end too um and then am I expecting the bad weather well no I guess it won't ask that but um so we decided with these orange lines are nope um without looking up here I could guess is it just lines of pressure maybe troughs or something like that okay where could you where could you where would you find uh a legend for this chart um the first place I would look would be the yeah I like that answer yeah so if we if we go to we go to aviationweather.gov we look up this chart on Aviation weather.com we'll give us a legend um or we're just gonna move on though it's gonna say a good time so you can go on to the next page [Music] here of metars observed weather a really good look at these shortly before you leave so example right now it's 10 17 we are planning on leaving at 10 so we could look at them now if we're you know about to head out here it's pretty good we're seeing VFR uh with one spot of modern VFR let's see the modern VFR spot is telling us that [Music] it's five there's some Haze broken level eight thousand so it's just modern because it's five steps visibility can you decode this this uh meter for me the K kilo Mike Delta Zulu this one right here so there's airport identifier on the seventh of the month so August 7th starting at 1455 Zulu um again it was this observation was made at 255 Zulu time it was automatic so it was not made by a person it's made by a computer uh 255 Zulu is that what you said you said 255 Zulu 1455 255 yeah PM Zulu is that PM no um yes plus 2PM happened yet today on the 7th for Zulu do you understand what I'm saying 2 55 p.m Zulu yeah yeah I understand that well it's 1455 Zulu automatic uh the wind are what time local is this meter 15 so like 9 55 a.m there we go okay 955 what does auto mean again it wasn't made by a person okay station it was an automatic observation made by computer uh the winds are at zero two zero four knots okay visibility is 10 statute miles sky clear okay the temperature is 22 degrees Celsius okay the the dew point is 15 degrees okay the altimeter setting is 2 29.93 okay and then remarks we have AO a02 is just saying if it can determine type certain differential between types of precipitation and then that to all those numbers is Runway information so like maybe it's coefficient of grip basically the condition of the runway but I don't have the information to decode that are you sure that's what it's telling me so I'm very confident but I'm not I don't know if I believe that when you ask me I doubt it but that's yeah that's what it is look at the numbers after the T and compare them to the numbers that are that are written for temperature and dew point does it look kind of similar yeah they do yep yeah so that's probably that's probably for uh non-pilots [Music] what do you think those numbers are just further weather information perhaps it's more specific more in depth for people more I like that answer yeah which is more specific temperature information uh what is p-w-i-n-o mean I have no idea all right that's a good one and Mr DPE here doesn't know what it means either or could we look it up um we can look that up at um just Google it okay we could Google it and we would probably get the right answer but you know there's always a chance that we get some random person on the internet that tells us something random how do we know for sure we're gonna get the right answer where can we go to get weather abbreviation well I have a nice fancy chart that I printed out okay it has lots of different Metar obstacles I don't even think pwi I've never seen that in my life okay all right but there's there's some different places we can look it up yeah the FBA has published and it's actually Iko has published uh because they're the ones who actually make the for nodums and uh metars and Taps they're the ones who said generally set the abbreviations so Ikea has a document good I know I won't make you look it up maybe maybe this is an actual check Ride The Examiner to play make it make you look it up but I'll make you look it up the chart supplement also has a limited number of codes for Taps and meters but I don't know if it'll happen is that application well we're gonna move on but hey if you know what it is in the comments bonus points for you and uh we're gonna we'll look it up and we'll put it in the video for you all right we can move on and we can make guesses later what we think of it yeah no means probably it's not giving me information on it just like TS NL means no thunderstorm information available so it's probably something not available AGL actually I haven't looked at that shirt yeah the clouds are usually given in AGL uh here we have winds okay at altitude let's just look I just want to look at well I have two questions one what altitude are we at here this is across the ground yeah surface ones okay uh what is that wind bar with the red line test Factor okay so what's the what when is it what when it's showing 10 gusting 15 okay and which direction is the wind going roughly Southeast Southeast yeah South Southeast okay that's good we can move on from that perhaps I know you have I know you're a Private Pilot you know how to read a Taff um I'm just going to ask you to kind of decode one here so how about this Eau Claire kilo Echo Alpha uniform can you decode.tap for me yep so on the seventh of the month at 11 26 Zulu uh two the seventh of the month uh so that's when it was issued okay and it's valid from the from 12 to 12. 0 to 12 zoo tomorrow okay 24 hours no wind okay and for a touch of Miles Hayes sky clear [Music] it's uh missed missed okay good I mean don't ask me the difference because then there is one and then sky clear okay and then we have a bunch of FMS what does the FM yes these are just these are just showing us now more in depth so from the seventh at 13 Zulu uh printed win and then from the seventh of 15 or 17 Zulu okay sounds good all right we can move on no wins I know you can read win Barb so we can move on to that well what are those numbers actually temperature okay good we move on we can move on from this one I hate this chart all right wins a lot of temperature okay forecast so what are our winds off today uh so we're filing for seven thousand feet MSL and uh as you can see from different points it changes but let's say the average is about 330 degrees and the winds are about eight knots okay uh what else can I learn from a winslop chart temperature okay is there anything else I can get from this shirt you can also uh learn the stability of the atmosphere okay how to how do I get that information out of here I can see at different altitudes how the temperature is changing and it was typical lapse rate uh would be 2 degrees Celsius about two degrees Celsius for every thousand feet okay so the temperature was changing faster than that what would it indicate that there's Rising air on unstable atmosphere yeah okay so you might have clouds or something that someone to do okay and then anything else we could we could determine from this chart sure the freezing level okay what's the freezing level today oh it's above 11 000 feet so I can't see it foreign good when the lock looked good and we'll look at we'll we'll uh talk about items later well actually we'll do items now um what is a what is a what is a d nodum domestic nodum it's gonna show things like uh obstructions and Runway closures potentially just things that are immediately important to the runway environment okay uh one is an FDC no no federal Data Center notem that's all the crazy stuff okay you might find some tfrs in there okay you might find uh that's you're mainly going to look there for like procedural changes okay like if a perceived certain approach is unavailable or something has been amended in it or if there's 5G modem awareness I think that's also in FTC notems okay and where would I find FDC nodems on this list uh just scroll down there's none for Superior okay let's look at some of the other items here what are all these Knotts right here uh these are all for obstructions Towers trees okay good what's this all these masks those are ftcs these are showing uh amended takeoff minimums specifically here and then I'm showing you basically why so it's giving you a whole bunch of trees light poles Towers polls that are certain distances from the center line that need to be avoided okay good all right we can move on from the flat plane that looks really good and thorough um what weather conditions require that I file an IFR flood plan um you're required to fly file an IFR Flight Plan again and when the weather minimums are below VFR okay what would that be specifically less than three statue miles visibility in less than a thousand foot ceilings okay and uh how much cloud coverage constitutes a ceiling at least broken so at least five eighths okay five minutes in this okay okay well how much of this guy is indicated by a few because I come to two octins Okay how much do I scattered three to four octins okay and how much broken five to seven and overcast eight top tens is that look like your terminology okay um so let's say we're going on this flight and along the flight HTC advises of this thunderstorm ahead um what kind of weather can you expect in that thunderstorm High turbulence wind shear potentially hail lightning heavy precipitation okay yeah everything that would take down the airplane okay uh what about microbursts yeah microbursts to be in the thunderstorm or in the area around it okay what is a microburst just a batch of very downdrafts okay how long do they last I think Max we have 15 minutes sure this is what they usually say are they gonna be right below the thunderstorm or could they be on the side it could be on the side okay and you can stand it out quite a bit how do you know if there's a microburst in an area you can't always tell but generally you're gonna look for things like Virgo so you're going to look for rain visible rain and then Dust or dust particles near the ground kind of swirling up sure yeah that's good okay so let's say your your ATC tells you about this thunderstorm how would you proceed I would ask for an amended track so I want to go around it I want to go away from it yeah sort of get vectors to go around maybe um let's say you're in IMC and you accidentally hit this embedded thunderstorm that you didn't see coming in ATC Mist um so now you believe that you're in a thunderstorm how would you proceed in this case oh I would declare an emergency okay a thunderstorm I would pull power back so I'm below V8 okay maneuvering your speed uh declaring air emergency and ask for I mean they're they're looking at I'm just my main thing I'm going to be keeping the wings level okay control of the aircraft and I'm gonna need ATC to help me as much as possible to find the quickest way out of the thunderstorm and the best way to do it good okay yeah you can use all your resources keep that airplane flying keep it level up good okay um so on your flight your let's say you're working on this flight there's no thunderstorm but you're in-flight weather like on your iPad or in the GPS or anything that's failed and you have reason to suspect that weather conditions have changed from what you originally expected say the temperatures off and stuff and you're in IMC how can you how can you obtain updated weather information on your flight so I'm in IMC and what what's failed you don't have any way to get in-flight weather from like a GPS or an ads in receiver or anything like that oh I can call on frequency or by phone the flight service station okay or air traffic control uh also ground stations so metars if they're in the area okay uh let's we'll welcome that in a second but um while flying a Tango air mat is issued um to be in effect at the arrival airport at the time we run the land will you continue to land or are you gonna would you divert based on that information that was a really good question remember you have me as a passenger I've never flown in an airplane before right gosh I really wanted to just try it I appreciate your honesty no good practice would say yes you can have an area of moderate to heavy turbulence potentially so what let's say is wind shifting so I'm gonna I'm gonna divert okay let's say you let's say this this Tango Irma is issued to be an effect right where you are now and you don't feel any turbulence would you continue then I suppose a good question it's impossible to answer sitting right here of course I'm gonna do it I'm gonna do good practices yeah so in addition in addition to turbulence what else does a Tango air mat could it mean rock-sized hail uh I believe it's winchier yeah wind shear and high surface winds 30 knots okay yeah so maybe not great to take a passenger and there's enough service wins I know I know not teaching as DPE but one of the things that scares passengers the most is is a bumpy air and wind sure and you gotta and the wings are tipping your side slip Landing all that so it can be scary for fashion something to think about even if you can fly in it and maybe you probably shouldn't even if it's just a Tango or mat probably use it use your judgment to avoid it and give yourself safety minimums let's pull up the chart again and look at your destination Airport and I have two questions for you here what chart uh an interview chart your flight planning chart and I want to know the first thing I want to know is I'm gonna do another clap here just to line everything all right the first thing I want to know is uh looking at your destination airport what flight service station would you use we mentioned earlier that you could get you could get water from a flight service station what frequency are you going to use for flight service near your destination of mushroom so one two two two looks like it'll be the best it's somewhere in the middle of Ohio player down here and I'm seeing that in this box right here so on top I have one two two that's Green Bay radio okay yeah excuse me Green Bay radio um so now let's talk about alternate airports do you need an alternate for today's flight I do not okay how do you know if I need an alternate one hour before to one hour after my estimated time of arrival at my destination if the clouds are two thousands if the ceilings are below 2000 or visibility is less than three statute miles I need an alternate legally two thousand feet three scratchy miles okay and uh what kind of airports can be used for alternates can you can use an airport that doesn't have instrument procedures you can yeah okay what requirements would need to be met if you did that uh the airport would have to have uh again at the schedule time of arrival at that airport the airport would have to have weather allowing me to descend from the mea to the airport in VFR conditions okay sure uh let's say you're let's say you're you choose an alternate and you are going to just say any airport kind of in the area and it has a GPS Runway it has a GPS approach and it has an ILS approach into the same Runway but on opposite ends you're going at opposite sides in the way and the winds are currently favoring the GPS approach uh what alternate minimums are you going to plan on for that for that Landing or for that alternate Airport I'm gonna I'm gonna plan on the the non-precision okay and what would that be uh non-precision would be 800 foot ceilings and two statue miles okay and that's at the time of arrival at that correctly okay what about when could I when would I plan on using the ILS if the wins were favoring iOS Runway okay yeah so I'm gonna in fact when I'm picking my alternate airport I'm going to factor in the wind could I just do the ILS Circle to land um you would have to look again that's going to be sure um interesting question yeah I'm sure I could but there's gonna be some things I want to factor in first offer you're gonna have whether or not that actually exists second of all um do I want to fly an eyelash with a 30 knot Tailwind a third uh all the clouds gonna be high enough because usually you're in a circle to land you're quite high up right in the air do eyeless Circle the land exist suppose they probably don't since it's a Precision approach yeah do you do you ever hold the decision altitude no no yeah so that I liked your thought process say I was good thinking um that might apply for like a localizer you might want to think about that for a circle to end um best to just plan for the headwind approach for the for the non-standard same thing same minimums you have for a localizer of course I'm not teaching um so if we did have a favoring say a Precision approach like an ILS what kind of non-standard or sorry what kind of alternate minerals could you use [Music] okay good um where can I find information on non-standard Alternate airports procedures non-standard non-standard minimums alternate rooms where can I find that information okay and how do I know if an airport has non-standard alternate minimum a in the black triangle okay yeah so it's approach specific yeah one thing approach specific okay it's interesting it's approach specific not important specific okay good um and you mentioned that upside down a that's the A's right side up I think the triangles you might be right well welcome to that welcome to that what is on the right side up Triangle Well is today's flight going to be a go a go or a logo decision based on your weather reporting and flight planning um to be honest I'm going to call a flight service station because I want to just clarify with those air mats uh looks like those air mats were scheduled to end but I want to know more about the track and uh so I'm going to call before I make my decision just based on that I'm feeling like I'm gonna go okay but I do want to confirm what the if the flight service station is seeing with those air meds are they expecting any more to be published and um yeah but otherwise I think I think I think the clouds are fine I think that was probably just an early morning will visibility of low clouds and that's all lifted away okay so that's what I'm expecting but I would want to just put in a phone call First would your decision change at all if I told you that I um I have a dying puppy in Marshfield that I need to go visit and I really need you to get me there no if so this flight's estimated to be about an hour and a half I don't feel comfortable flying an hour and a half in instrument meteorological conditions okay especially with the passenger it's going to add on extra burden extra stress extra external factors so uh as of now newly minted instrument pilot I'm not going to fly an hour and a half of my first flight and instrument okay good yeah I like to adding safety margin are you going to tell your your uh passenger back to his face that you think he's a lot of work okay um okay so looking at you looking at your flight plan um what's going to be your fuel burn distance travel and timing uh feel burn is 21 gallons okay my estimated time in the route is one hour and 30 minutes and my altitude is seven thousand feet okay and how long is the distance in the flight the distance is 192 nautical miles 192. okay um so you mentioned fuel burn time and root uh is that fuel burn accounting for your alternate or you didn't plan at all no but not playing ultimate okay if you planned an alternate How would how would you have to change your fuel I would add on the distance to the alternate okay and then in fact in that field where and then plus 45 minutes of uh Cruise flight okay so when I give you that 21 gallons as well that's not with my that's how much I'm gonna burn that's not how much I'm taking okay or how much I would legally be required to take okay so you'd have to add on how much for that to be legal uh I'd add on six gallons okay is that 45 minutes eight gallons an hour oh I apologize I would add on about uh nine gallons okay and uh are you giving yourself time there to shoot an approach at the airport or is it just straight over there that's with the approach so the burning 21 gallons is with an approach good okay um let's say that uh while we're doing this flight I want to pick up a friend of mine at Eau Claire who is 240 pounds is that going to be doable on this flight you can put you can put you can put him in the front seat how much do you weigh is how dare you see the passenger I took in the first place yeah 170 is perfect I'll put them in the rear seat and how much is your 240 240. gosh yeah we're gonna be fine do we have any uh luggage nope no baggage [Music] sure we're fine we'll see if we can even go full fuel just gonna go 55 gallons okay so can we make the flight yeah okay do you think we could um if we got to Marshfield and found out we couldn't make the flight do you think we could divert to Green Bay and be okay but do we think we have enough fuels over to Green Bay dude you can just estimate it quickly I'm assuming is okay it's pretty far east oh I see it 400 miles 70 miles 90 miles you don't need to do the forefoot character I prefer if you just kind of just give me that right so I'm thinking that's that's 40 miles I'm not factoring in the wind here because I don't know I'm guessing I'm gonna bring about eight gallons okay uh getting there so I have 50 gallons total I'm burning 21 on the way we're fine okay yeah so 20 sword 21 let's see up to 30 with the reserve so we have 30. I still have 20 gallons left it's gonna take us about eight to be to Green Bay okay so you'll be able to get there and still have your IFR Reserve yeah all right great good okay so can you show me how you would file an IFR flight plan I'm assuming you do it on foreflight correct yes I'm a new pilot I've never done this before I'm going to send to flights after I put in all the necessary information okay I'm going to verify that everything here is correct my departure my aircraft whatever I'm going to proceed to file I'm going to verify that all the information in here is correct um so one thing I I'll have to change is my time in route because for flights only given what it's calculated that I want to calculate in with the reserve and I know I'm going to everything always takes longer so I change that I also know I have more than two hours of fuel on board so I'm going to put all that information and I'm going to click file okay what if you clicked file on accident and you accidentally filed this flight would you have to call BTC and let them know you're not actually going to play no okay so what happens to your place then um to be honest does anybody really know it's going to go to an air traffic control station I imagine it's going to go to them but it's not activated yet I haven't picked up any clearance it's just sitting in front of them so that they have they have the information sure yeah let me go away after a while okay so uh I saw some uh I saw some numbers there I guess uh Slash and then a G and S and stuff you pull that back up so you can put it all the way look at your eye okay yep so my filing codes can you tell me a little bit about those so disappeared you can try looking for your actual aircraft profile in full fight sure but it was in here before all right so I can go to in my aircraft all right here I have my Iko equipment okay so uh what what are these ikao codes for these give the air traffic controllers understanding of what kind of equipment we have available and it's also very helpful for search and rescue knowing what kind of what we had on board okay you know what the slant G is I guess that's FAA you know what the G is an icao GPS yeah okay and R is probably radio mode s transponder yeah there are lots of other codes okay just to make sure this is a really good job getting those in