hi guys I'm Andrew and I'm Caleb this is safety pilot too many cameras to look at today we're going to show you a mock Private Pilot check ride I'm the DPE and I'll be the student pilot well both of us have passed multiple check rides and while we are not DPS we still think there's something to be learned from watching a mock check ride so without further Ado let's jump into this check ride all right so welcome Caleb this is your Private Pilot airplane Chuck ride you have accomplished a lot to get here and now is your chance to show me what a great pilot you are you ready to do it I'm actually nervous this is good this is good yeah all right just like normal so before you when you came here today you brought me your airplane log books I looked at those those look really good and you also filled out an iacra application and you had your instructor sign that correct and then you reviewed that with your instructor good yep and I looked at that too and it looks really good uh so far so now that we have that paperwork out of the way we're going to jump right into the test okay so thank you for reaching out to me for your Private Pilot check ride I believe I am just as excited for you to pass as you are I love my job I love working with pilots and I'm excited to see uh what you can show me so there are three possible outcomes for our testing today either of us can decide that we want to postpone the test to a different time and we'll discontinue and if you would like to discontinue you can just let me know at any time okay alternatively you can demonstrate to me a Mastery of all the subject areas in which case you will be rewarded with a Private Pilot certificate uh and that will be a pass or I will identify some areas that you need to work and maybe learn some more material and work more with your instructor and then that'll give you an opportunity to come back once you've covered that material for a retest okay all right so those are your three outcomes I'm going to be questioning you today uh based on my plan of action which is taken from the ACs which you've studied and I've adapted those to make a scenario that's applicable to your situation and meets the criteria that makes sense yeah so do you have any questions about all that I've said before we jump into the test no all right I will point out that we do have bathrooms over there there's water feel free to you know get what you need and enjoy the test all right all right so without further Ado your Private Pilot check ride has begun so we're going to be flying to you I'm sorry you'll be flying to Des Moines from Superior Wisconsin to Des Moines and I asked you to kind of prepare that flight okay so we're going to jump right into that scenario I'm getting your mind so you're flying to Des Moines Iowa explain to me what do you need to go flying today specifically what do you need to carry on your person so as a Private Pilot I need to be carrying my pilot certificate a medical certificate first second or third class and I need to have [Music] um a photo photo ID so my driver's license for example okay and with that photo ID could you use a a library card or something with your photo line it needs to be government issued okay yeah so as long as it's issued by the government that work all right great uh so when you've got your private pilot's certificate can you list some of the Privileges or limitations uh that would go with that certificate with a private pilot's license I Can Fly um day or night and I can fly passengers um I'm not allowed to Fly For Hire though okay so that would be one of the limitations yeah okay any other limitations you could list besides not flying for hire well I'm not allowed to fly certain types of aircraft until I get further endorsements or things like that I also can't fly on instrument flight rules so I can't fly in clouds I have four conditions okay so okay we've talked about some limitations and privileges of your pilot certificate I want to talk a little bit now on currency so can you list some of the currencies requirements that you would have to fall under for a private pilot sure so in order to fly as exercise my privilege as a Private Pilot act as a piloting command I need to have a flight review okay every 24 calendar months I also need to have if I want to carry passengers I need to be I need to have within the last 90 days three Landings okay I know those just are those Landings to a Full Stop touch and goes and they can be touch and go stop and go full stop okay yeah so you just need tips to go on now what if you're flying uh at night if I'm flying at night and I want to carry passengers those Landings need to be to a full stop okay yep so you mentioned in the last 90 days uh you will you are taking a passenger to Des Moines yeah uh so for this flight if you haven't flown in the last 85 days uh are you gonna take up take that passenger and fly with him to Des Moines all right first time will you be current in that flight I would if within the last 90 days I had done full stop Landing three of them then yes I would be current but I would say that I would not do the fight because I don't have a lot of flight time at night and all the light Landings in general and even if I did 85 let's say if you're going the day though not necessarily at night during the day I would be so I haven't flown in 85 days yup it's just been 85 days you're doing a typical day for Life maybe leaving afternoon I would probably go fly with a CFI before I did it okay to find if it's been close to three months without flying okay but you would still be current it would be current but I'd be worried about proficiency okay I'd be worried about that's what I wanted to hear I'd be worried I'd be worried about just I mean skill lapses over time flying an airplane isn't necessarily like flying them riding a bike or flying a bike so I would want to go up with somebody's more experienced either a more experienced pilot or something that's been flying recently sure or probably with a CFI okay yeah so could you uh so are there other areas you can identify where what's the difference between currency and proficiency so we talked about one was carrying passengers where else might it come into play while it it could come into play in pretty much every area of flying cross-country flying even doing laps in the pattern solo It All Phases of flight being safe versus being proficient comes into play okay so when you consider then proficiency versus currency do you have a set of of your own minimums to to identify where you know you you are current or you are legal but you we wouldn't necessarily consider it safe yeah so I have so I made my own personal minimums sheet okay and it's right over there and I have on it Cloud ceilings minimums that are they're kind of less than the VFR you know requirement for what it has to be um just what what I'm safe feel comfortable with things that I've flown in all these conditions before and I know that I can handle them flying solo and uh yeah yeah so that's really that's really good I think it's great to have him in a personal minimums list and uh you don't have to right you don't have to have it you can fly put the fa gives but it's definitely something good to have so I'm glad to hear that you hear that you have that and I think that's really good for your flying uh so you mentioned as well besides besides your pilot certificate that you also need a medical can you tell me a little bit more about what types of Medicals there are what type do you have and when would that expire so yeah there are three classes of medical first second and third class I have a first class Medical but I have third class privileges because it's been more than 12 months since I've had since I got my first Class Medical okay so after 12 months it's still a first class but now it has the Privileges of a third class medical okay and when will those third class privileges they would end after 48 calendar months from the step down so 60 total calendar months five years is how long the medical lasts one year as first class four-year as four years as third class okay and what class do you need to exercise privileges or a Private Pilot just third class just third class okay could you do it with a second or first class yes would that impose anything new Onto You nope no change as long as it's current and you have a first second to third all right so let's dive more now into the airplane what what type of airplane are you flying with on down to Des Moines uh Cessna 172 okay uh is it all right perfect 172 R yeah okay perfect yeah I don't know what that means is is the airplane Air Worthy yes okay so we have this idea so what uh how can you tell this airworthy maybe first what is what is airworthiness airworthiness means that it is it conforms to the FAA regulations its type certificate okay specific one sort of type certificate and then it's also safe for flight yeah it can forms it to safety yeah so those are the two elements we talked about when we talk about airworthiness conforms to type certificate and safety uh and how can you tell to the best of your ability that it conforms to those two elements what are you looking for when you're when you're flying before before for the safety part I do a thorough pre-flight of the airplane okay and walk around the airplane check things like dents look for things like dents and check the oil in the fuel to make sure the airplane looks safe for flying and then I also make sure that it has the proper maintenance done and log book entry or maintenance log entries for the work that needs to be done okay all right uh so before we jump into what documents exactly you're going to be looking for uh who ultimately has the responsibility to make sure that an aircraft is an airworthy condition the owner or operator of the aircraft okay yeah perfect owner operators ultimately responsible to keep their aircraft in airworthy condition so uh as a Private Pilot you're going to to your 172 for to make this a flight what are you going to make sure is in that airplane if before before you make that flight an engine in terms of documents you have a seat you're gonna want some seats yeah we'll just open to equipment and everything later yeah but in terms of documentation what do you want to see um documentation I want to make sure that inside the airplane just inside the airplane yeah sure I want to make sure that it has an airworthy initial certificate okay and I want to make sure that it has a radio operating license if it's leaving the country my airplane doesn't have that because it doesn't need it sure you're not leaving the country yeah I want to make sure that it has its aircraft registration and I want to make sure that it has um operating limits so an aircraft flight manual slash Pilots operating handbook okay AFM poh and its original empty weight and balance information okay great yeah so when we go out to the airplane you can just show me those documents so you know where they are okay and uh yeah but it sounds good to me so when we also look at an airplane from the maintenance side you mentioned what inspections must be done on your airplane to make sure that it's VFR legal um well and use an annual inspection okay every 12 calendar months it needs um it needs a 100 hour inspection if it's being operated for higher okay and use a VOR check only if you're using the VOR so I don't be like for instruments so if I'm not using the V1 I don't need that I it needs an um I also the altimeter and pure sax system needs to be checked but that's also for IFR okay so it doesn't need it but it's good to have it okay and then it needs its transponder checked and it needs its elt checked okay and what are your time limits there for getting the elt checked in the transplant the elt has 12 calendar months and the transponder has 24 calendar loans okay perfect yeah so you just want to make sure that those are all in order uh and you know something you know your stuff there uh often when we talk about aircraft maintenance we talk about things called airworthiness directives uh could you speak to me about what is an air where this airworthiness directive and where could you find if your airplane has one or any of them so an airworth and destructive is a directive that is issued by the FAA about specific aircraft engines or propellers or components of an aircraft um kind of like a recall saying things like it needs to be replaced it needs to be looked at or inspected or it needs to be repaired and they are issued um very few by the FAA and go to owners if I wanted to find one I think if I own an airplane there's they send it to me but if I'm looking up specifically for a part of my airplane or I'm looking at like my flight school airplane I can go to the faa's dynamic regulatory assists system drs.faa.gov okay and they have an airworth instructors tab on the left and I can scroll down and search by engine type or aircraft type and find a list yeah good it sounds like you know that ends that's where you can find one now if there is an ad for your airplane do you have to comply with it yes yeah so it's mandatory okay yep so it where the instructors are made for it but we also have something called saves uh a special airworthiness information bulletin how does that relate to an ad and how is it different those are similar to an Edward instructive but they're not mandatory okay they're like recommendations I think they're also done by the FAA but they're just they're advisories notices it may later turn into an errorism destructive okay but it's just like uh just so you know kind of okay so what would you say the main differences between Ada mandatory versus non-mandatory okay yeah but they both pertain to maintenance that you're doing on the airplane same things okay or inspections that should happen all right uh So speaking of Maintenance now let's say you know you're wanting to get your hands dirty you got a little maintenance before the flight uh you're you're doing your pre-flight inspection and you realize one of the the left main on your airplane is flat can you change that tire I think I can okay um I would need to maybe look it up okay where could you find information about what you can do as a Private Pilot so I think we were talking about is it would the question is whether or not it's preventative maintenance and I can find that in part 43 of the fars and it's I think it's part 43 appendix a like append 43 appendix a section c I think is where it's in okay and I I'm like 80 sure that I can replace a tire okay but yeah positive so I would want to look it up okay yeah that's good that's exactly what I want to hear you have a good level of certainty but before you would jump right into it you're gonna go look at it and yeah I'd go 443 uh would be a perfect place to find preventative maintenance and you may you know find a good list there of things you can and cannot do um so let's say you found something such as a dented aileron during your your pre-flight how would you re respond to that what would you do you still want to make your flight you have a dented mail run what can you do I wouldn't fly okay that would be the first thing and I mean I'm assuming this is a big enough Dent that it would be noticeable and worrisome uh I would report it to my flight school and make sure that the maintenance people know about it okay and I wouldn't fly it okay uh is there any way that you could move that airplane any way you can think of don't have to fly the airplane yep legally so if you've already you've already just determined that it is in an unair worthy condition uh is there any way to move that airplane now without you know taking it apart and putting on a truck is there a way to fly that airplane if you want to you know let's say uh just hopping over to the next airport as a maintenance hanger where they can do work on it could you is there a way you can get it over there I could apply for a ferry permit yeah and then I could maybe fly it yeah so that you'd really want to be looking for a ferry permit which would give instructions on how you could move that airplane yeah it's perfect so I wanted to hear and yeah definitely when you're dealing with primary flight controls they'll run you want to be careful um so let's say now you've you know you got your tire changed maintenance came out and they fixed the AIL round problem uh you're doing now an inspection inside the airplane and you realize your turn coordinator is just it's not working how are you going to respond to this um so I have to determine if I can still fly without a turn coordinator okay and I'm using my old a tomato Flames added perfect and I don't think a tomato Flames lists term coordinator so I think I can fly without it now my next thought is is it safe to fly without it if it's so it's legal I think to find out if it's safe I need to think can I fly without a turn coordinator and um as a new newly certificate Private Pilot I would probably stick to flying with all my gauges working okay especially because if if something's not working there could be an underlying cause and it could be an electrical issue and my turn coordinator is electrically powered okay and so even if I could fly with the Turning coordinator the underlying cause might cause other issues in flight and I just don't want to deal with it so I would so I would choose not to fly okay all right perfect that's yeah it's a safe decision uh you talked about their in tomato Flames where could you find if you you don't sound 100 sure if you can fly with or without a turn coordinator where could you go to you know look it up yeah to look it up to find out for sure that so in the fars 91 205 okay has that has that information for requirements for day and night via our flight okay so that would have the equipment requirements that I would look at okay so you've decided now that because of that turn coordinator not working you're not gonna fly um that's that sounds like a safe decision uh now let's say for example you go to you tell the maintenance Personnel you tell your flight school about it about to turn according to not turn coordinator not working and the the maintenance technician tells you oh why don't you just you know here's a screwdriver why don't you just take it out of the airplane uh and just you know take it out of the airplane what what is something that you want to be what would you know would you take it out of the airplane uh and what are some things you need to consider when removing equipment equipment from the airplane so a couple things come to mind okay um I don't know if I'm allowed to remove okay sure comment from the airplane I don't feel comfortable and I I'm pretty sure again I will check before fa of part 43 but I'm again 80 maybe 90 sure this time that I cannot remove the panel maybe as a Private Pilot yeah but if I could remove it from the airplane if I was removing something I could remove I would need to make sure that I mark it as inoperative okay and then it has to be put in the maintenance manual what was done and it might even have a weight and balance change sure yeah so yep so those are two things I really wanted to hear uh typically would enop leave it in the airplane and then wait in Balance if somebody's coming out of the airplane you want to make sure to wait and the weight it wouldn't affect weight and balance in any way are you allowed to in and up a piece of equipment that you've realized is not working yes or no if I can if I as a Private Pilot can I'm allowed to remove it or deactivate it and can safely remove it or it can and can can dictate that the airplane is still safe to fly I think I can but that is almost never the case so it should should generally be done by an approved mechanic okay yeah and that would be I would look at maybe look it up because because I am a bit shaky sure 91 213. 91 213. all right sounds like you know where you're far very well uh and yeah that's the perfect place to go to find answers as a Private Pilot you should not be in opting equipment maintenance Personnel should be doing it and that's exactly what you said like if you have a question about I'm having maintenance come in and handle it uh not myself which is good as a pilot you're not that does not make you a mechanic if my flight school once told me that I could do it is there a place I can report them to the FAA that's a different question all together when I was a student pilot they did all right so we've looked at what you need to be carrying and we've looked at what needs to be in the airplane and you know just a more in-depth examination of the airplane uh before we met today I asked you to plan a flight to Des Moines Iowa you're taking a passenger flying down there you're flying down to pick up uh an Archer is that correct yep uh you're going to buy that Archer you can spend the weekend there and then maybe on Monday or Tuesday if the weather's good you'll be flying back up the Archer back and your friend will be flying as well we're looking at your flight down to Des Moines so we're going to jump into that right now so if you want to open up I believe you said you'll be using for flight yes to be showing this uh we're gonna start with weather so go ahead if you need to show me any weather information on foreflight if you haven't printed out I want to start with so you're looking at your PreFlight uh where are you going to get your weather information for this flight um I'm gonna get my weather information from foreflight it gives me my weather information for me okay it Imports it from the National Weather Service perfect yep so you just want to make sure what your source using is using the National Weather Service uh could I use weather I got from listening to the evening news it it can be supplemental but it can't be your primary weather okay yep yep so you always want to be taking from different sources and comparing stuff yup sounds good uh do you want to say something um can I would you like to show me what would you like do you want me to show I can show you what the briefing that I use I can show you sure yeah if you want to show me that one jump into your briefing your so okay so I've got a route here this is my VFR cross country route can you see that yep okay I'm going to pull up my flights tab and I'll go step by step through my briefing so there's a briefing button the Green Cloud okay let's start at the beginning so this is where I get my air mats and my yeah my earmatch so these are all Air matte tangos for turbulence and the turbulence high so they don't really affect me um they're all starting at 18 000 feet or higher even so there's no there's no air much to worry about here's my surface analysis chart and we're up in the Superior Wisconsin area up here right where that lake is and I can see that there's no higher low pressure system right on me and the contour lines are not super close to me so it's not necessarily going to be super windy and there are no fronts so those are all good things I've got a list of metars here um but I know that metars are issued every hour and we're not probably Gonna Fly here for close to another hour so these Mentos are all going to be updated but right now they're all green and they're all showing VFR and that's why I like to see I can also look to see make sure the winds are okay and the cloud ceilings are within my personal minimums okay great then we have pyreps pilot reports and um so we can see how often are those issued pie reps yep pie reps are issued by pilots flying so they come randomly okay and um so I can see what altitude they were at the aircraft type the turbulence level and then other remarks in this case and why might aircraft type be important it's important because the amount of turbulence felt by an airplane varies based on its weight and the severity level is also kind of subjective okay so moderate turbulence for uh Boeing 777 is probably incredibly severe for uh Cessna 172 okay perfect and yeah now we have cloud coverage charts and looking at the North Central region we can see the cloud layers and along our route through the Eastern edge of Minnesota down into Central Iowa were pretty good then we have now is it is that giving you Cloud Heights MSL or egl these are AGL clouds okay then we have uh we have winds surface winds and visibility charts and we can also we can take a look and we can click on them and zoom in and stuff and so I can see that the winds are coming from the south okay what are those little Flags uh depict These Bars yep well they help me know they help me know which way the wind is pointing so they're like arrows and the the bars coming off are like the I don't know it's called the veins on the arrow and then each small bar is five knots and each big bar is 10 knots and the red is gusts okay so yeah so those bars are just showing you the wind speed relative okay now I have taps or terminal Aerodrome forecast and these are telling me that what the weather's forecast to be and so I can see that it looks like it's going to be all VFR for the coming coming hours then we have wind chart um and this is kind of like the the surface winds but showing me winds Aloft at my planned altitude and so I can see the winds are more from the West Northwest then there's a vertical cross section and the winds Aloft table I can see where the winds are coming from what the temperature is going to be and how strong the winds are could you uh looking at this winds Aloft could you tell me along your route you can pick a point there just let me see what you're pointing and the open pick fools uh so I'd say what what altitude are you planning to fly down to Des Moines at 4 500 and 4500 can you tell me what the winds would be at 4 500 using this chart they would be 312 degrees at nine knots 312 degrees at 9 knots and then we have nodums this is at the departure area and then um at the destination in Des Moines do you want me to say anything about nodums yeah we'll get uh I just on on your route uh where would you get uh load of information are you getting it all for it right from in here and I'm getting it in here and I fly with well I'm flying I get internet to my iPad so it will update modems okay okay why don't we just start with what is an Odom a nodum is a notice to air mission um their information pertinent to aircraft that are flying um things like um closed runways or taxiways or obstructions or icy Runway conditions those kinds of things okay or if if a VOR is out or if it's only operational One Direction they would also have a modem for that maybe let's say you're flying and you you lose internet connection for whatever reason and you're aware that there is a VOR or I'm sorry there is a node I'm at the airport you're flying to but you can't really you can't exactly remember maybe which Runway is closed is there a way for you to get note of information in the air without internet I can call flight service a flight service station and ask them about any notems sure yep it's just get on the radio and cold yeah okay is that all for your weather brief there I yes okay now do you have can we go back to the Metar can you open up some metars along your flight yeah now these all you know so I'm just gonna pick one to pick one of these here it only goes just go to the top one and uh yeah going to going over this Metar here for kcoq can you just kind of you know walk me through here what what how do you under make sense of this sure so it says Metar and then kilo Charlie Oscar Quebec that's the airport that the metars from um and then it has a date and a time so zero one is the date um so it's April 1st today and then it's at 2055 Zulu so that's coordinated universal time then it's Auto so it was automatically generated without any people modulating it okay we're modifying it then we see the winds are from 130 degrees at four knots visibility is 10 statute miles the sky is clear the temperature is zero degrees Celsius the dew point is minus 19. the altimeter is two nine or nine or seven and then RMK a02 means that it is the Metar station type that can I think can distinguish precipitation types okay and then tsnl would they be telling me that they don't have an opportunity there's no equipment there to give you information about a certain type of meteorological phenomena thunderstorms they can't tell you about thunderstorms and maybe convective activity or something yeah so that's that's good uh for me tart can you open up a tap now I'll have to go through go through a tap as well and what did you say again what's the main difference between a Taff and a meter omitar is current weather conditions or projected for the next hour and a TAF is forecast for the next 24 or 30 hours okay and what's the range of attack around an airport uh I think five nautical miles around the center or where it's recording you have Taps open here yes you just um why don't you show me a Taff for uh so this is here at the bottom we have kdsm which is your rival airport so why don't you break down what's the arrival weather like and what's the time frame um okay so the first thing is the date again so April 1st at 1722 Zulu um the next is its validity time so the forecast was made at that zero one 1722 but it's valid from 18 Zulu until 18 Zulu the next day so this is a 24-hour Taft the winds are 300 320 degrees at 14 knots gusting to 22 knots the visibility is greater than six statute miles and there are a few clouds at 24 000 feet yeah that's that's that's good for the Taft you can close it down so after you've gone through your debrief or your your brief here for the flight uh what just looking at weather what we're looking at what is your call how are you feeling about this flight I would choose to um to go on the flight okay um it so it's the weather right now is at is is within my personal minimums okay I have a view of our conditions for the whole flight and I have uh good there are no clouds at all so I'm Gonna Save VFR um so I think I can make it all right what's maybe the biggest weather uh what would you be thinking about or worried about the most in your flight the biggest thing for me is the winds towards the destination airport get kind of windy okay um so right now it's showing um actually no it's not even windy um when I'm going to be arriving there because I'm going to be arriving there around 7 30 to 8 P.M but what are the winds around 7 38 PM they're going to be um see 21 Zulu is going to be minus five it's gonna be 4 P.M and then minus four is midnight so minus 5 is 11 p.m so it's gonna be probably somewhere between 11 knots and five knots so I'm not worried about wind okay um so I would say that there are not there's nothing really concerning about this flight okay changing weather maybe I'm always worried especially because this is a long flight the weather could change sure yeah but it's good you have uh a good brief there and we've already talked about some ways that if you're in flight you can get information from that flight service station so that's good now flying up here in Minnesota you often have to deal with ice just a reality if you are flying long and your airplane starts to develop ice what were some of the symptoms you start feeling um well my airplane will get will get heavier if it has ice and it will um not produce as much lift okay and so I will maybe not be able to climb as much until I might notice that I'm not able to climb as fast or at all if I try to climb and I might also get carburetor actually my airplane doesn't have a carburetor but if I was flying with the carburetor I might get carburetor icing and I would notice a decrease in RPM okay I might also see ice building up that wouldn't be necessarily a symptom but I would it would be a symptom but it wouldn't be an effect I would notice but I would see ice maybe building up somewhere okay the airplane and where might you expect ice to develop first on your airplane it usually builds up on small thin protruding parts so um like the outside air temperature probe something sure yeah small areas small small surface area uh what what types of ice is what you expect to conform on your airplane um there are three types of ice um rhyme ice clear ice and mixed ice okay and any of them could form on my airplane okay yeah so we have three different types what what's the main difference between rhyme and clear ice clear ice is um it's it's it freezes and sheets across the airplane and it's harder to detect and it's formed I think by large water droplets that um spread out before freezing I think maybe they're a little bit warmer and rhyme ice is smaller droplets and they freeze immediately on impact and they kind of form like a Milky bubbled kind of rough surface they're easier to see and so um you might be able to detect icing sooner if you have Rye mice than if you had clear ice right yeah I'm sure so that's when we get into like the super cooled water droplets just freezing immediately and are kind of Milky and substance um where can I find so if I'm planning my flight where can I find information about icing there are so I can use my winsloft chart that will tell me what the expected temperature is going to be along the Route and I know that if the temperatures may be plus 10 to minus 10 or minus 15 Celsius there could be a chance of icing and I can also look at the um there's something called the um probability index or something like the kip and the PIP I would go to aviation.gov okay and they have a they have a like a an idea of two types of icing forecasts those are probability icing forecast and a severity I see forecast so piff and stiff I don't know yeah so that's what I hear so they have probability and they have severity severity and you can find those on aviation.gov sure are there any specific warnings for icing oh yeah so if if there's ice if there are suspected icing conditions they will probably issue an air mat Zulu for icing okay and that would be something that I would avoid as a VFR pilot and with a plane that's not supposed to go into ice okay so that's is that your personal decision or are you allowed to fly into known icing conditions I'm not allowed to fly in one edition is that based on your airplane or based on your being a private well it's kind of both my airplane is not certified for flight into no icing conditions I'm also not certified for flying into clouds sure so which is a primary cause of icing so yeah so what what typically is needed for ice to form you need to have visible moisture and a below freezing something surface yeah yeah and when we talk about visible moisture usually it's inhibiting your visibility so it might not necessarily mean you're below VFR minimums if it's something like cold rain or something but it usually it does so let's talk about now humidity living around here the big lake Lake Superior which humidity is something we deal with in the summer we talk about relative humidity what does relative humidity mean relative humidity is how much moisture is in the air versus kind of as a ratio to how much moisture could be in here sure uh what what are how does humidity affect flight if I if I first for example we have really high relative humidity today what may experience during my flight humidity so wet air is less dense than dry air so if it's there's a lot of humidity it's going to be less um the air will be less dense which means that my airplane will have worse performance so to just less lesser performance yeah okay all right perfect so you've got your weather for your flight and again if you need to get weather in Flight uh you've said you'd use your iPad with you connected to the internet that's working how does your iPad get that information get the weather yeah uh the National Weather Service okay it gets it from the Roadster but I mean more like technically speaking uh do you just you're just using the internet isn't connected yeah it comes to the internet okay and if that were to fail you could if that if that were to fail I would not be able to use weather on my iPad I would I would have the most recent data because it downloads it especially if I pack my flight it will give me the most recent data but any but at moving forward I would not have it on my iPad so I would have to rely on an error means of collecting weather information okay and could give you just one example is sounds good all right so we're gonna jump now into the your flight pass you can open up a sectional there if you have it and I want you just to yeah open up your sectional there and I want to know why did you pick the specific route you did is it just the most direct or what were we thinking about when you picked a specific route okay uh so I have it pulled up so I've pulled up my route here our flight is going from Superior Richard ibong airport down to Des Moines Iowa okay and I picked a route based on um visual references obstacle avoidance and um emergency options for diversion or emergency landing okay and also one that was relatively straight I also maneuvered around the class Bravo okay what would you need if you were going to fly through that Bravo in terms of equipment and radio communications so in order for me to enter the Bravo I would need to communicate with them okay and they would have to give me clearance with my end number for me to enter okay I would therefore need two-way radio communication so two real columns and I would need a mode C transponder and I would need adsb out okay perfect all right but you've chosen to avoid the Bravo which I think because it's a fair decision uh what along this route what would be your minimum safe in right in route altitude so you've said you've chosen 4 500. how low could you go well it would depend on where I am on the route okay yeah just looking at the whole route in general so pick your your high your highest MEF obstacle um it looks like I would want to be probably above 3 000. okay I'm I don't know so I'm seeing some some big blue numbers on the side minimum elevation figures which are telling me the height of the highest obstacle and so in this quadrant here it's three thousand I don't know if that obstacle is anywhere near my route it could be to the right of that number but just to be safe I would want to stay above any any minimal elevation figure that I see okay and three thousand is the highest I see all right perfect sounds good uh now looking at your uh your route there are there do you have any intermediate stops where you'll be stopping for fuel or any other reason nope all right so you'll be flying I can make it all in one flight okay direct now how much fuel do you have for this flight I'm filling up with 53 gallons okay and how many hours will that give you a flight um I didn't calculate that do you want me to calculate that now yeah that'd be great how well so I know so I know I have I know I 53 gallons and I burn on average nine gallons per hour okay I rounded that up from the poh performance so I can just take my 53 gallons and divide it by nine and um that's just under six okay so I have maybe say five and a half hours now I that is like all the way to starvation of my engine so I would never fly that long I would um I would have to I would have to plan it out so that I have at least 30 minutes of Reserve fuel for wherever I'm planning on Landing for the FAA yeah so that's an fa requirement that's not your personal yes okay yep so you want to have at least uh 30 minutes left when you get to that your arrival destination uh and you said you're you're flying 53 gallons you should have about five and a half hours yeah and then post 30 minutes for the reserves maybe five you have five hours of cruising would you say that's correct yeah okay and how long are you estimating this flight to take two hours and 48 minutes okay so it looks like you should have enough fuel there uh even for yeah and my personal minimum is one hour day or night Reserve so I want to make sure I always so in this case I want at least nine extra gallons okay I have enough perfect so uh speaking then just a fuel you you seem to have quite a bit of fuel there as you're approaching Des Moines you realize the clouds are lower than they should be uh than what you were planning them for them to be and you get on with flight service station uh looking there uh in the Des Moines Area what what frequency could you reach the flight service station at right around Des Moines I can reach flight service on 122.5 degrees it's like Fort Dodge okay yep so the rco there and they tell you that looking down to Southwest down by Rosecrans Memorial it's kstj there are VFR conditions it's a bit farther down VFR conditions you know those are those are your nearest VFR conditions down to the South giving your fuel uh conditions do you think you can make it down there um you let me plan it for a second yep sure for your calculations there and see what the distances so if I flew direct and I think I can down to kstj e Sierra Tango Juliet it would make it would add on an extra I think 10 gallons of fuel and it would make it would make it kind of a long flight but I would be within my minimum I would I would have enough fuel to make it yes do you have the distance there what would be the distance the distance would be 422 miles that's from uh that's the whole distance what would be your distance so how much fuel would you calculate that you would have left when you're at Des Moines I would how much would I have left yeah 20s so I'm going to use 26 I'm going to round up and say I'm going to well let me just take this out and see what it says it's going to use we'll say 27 gallons to get to Des Moines okay and start remember you started with if it was a 52 or 53 53 53 53 usable 56 total okay so 53 usable and we're using 27 so we've got 26 left um and then 26 left um it would be an extra 9 gallons of fuel to get to Kyocera Tango Juliet so I mean so I have 17 gallons left okay and I need nine for my one hour okay so you would still have enough for your one hour so you could make it there yes okay could make it okay perfect I don't know if I would it's so well I would have to wouldn't I but it's a really long flight sure yeah it would be a much farther but then again if you do have low clouds all in that area to the East and to the West sometimes you have to do things you don't want to do right yep so just making sure that you know in that in the moment in there in the flight you might have to do those calculations so knowing by the time I get to Des Moines how much fuel I'm gonna have left will allow me then to make those decisions you know I'm already tired after a couple hours of flying uh and I might need to do some calculations there so having those numbers written down and knowing for every leg of the flight it's a good good practice so we talked about your fuel requirements and we talked about how much you're going to bring uh we talked about you know changing your flight plan uh while you're flying um would you file a flight plan for a flight like this would you personally yes what are you required to no no when would you be required to file a flight plan um a VFR flight plan I think the only reason you have to do is if you're leaving the country yeah crossing the eight is okay yeah so you don't have to so why would you file a flight plan for this um so that they so that if anything goes wrong they look for me okay sure um yeah all right and how would you go about filing that flight plan do you mind if I take a bathroom break sure absolutely speaking of taking breaks during check rides I went to a check ride where I took uh well I got all the way through the oral to the last question did I already tell you this and so I got a bloody nose oh yeah right before the last question I was in the bathroom for like 10-15 minutes and then I got out of the bathroom and went back into the room he asked me one question he's like all right you've done you passed I had a check ride where uh DP took took a break to let his dog out of his car he had a dog his entire time and he would tell his dog out for a bathroom break during an oral I'm glad he did it just goes to show you can take a break at any time for any reason for any reason at all right it was a nice dog do you want me to so you asked me how I'm going to how I'm going to um get my view of our flight plan yeah so what are some options for you so we're continuing now um what are what are some options you have to follow up here so you asked me that question I didn't know the answer so I asked to use the bathroom I Googled it no I'm kidding uh so the reason the the method I'm most comfortable with is calling 1-800 WX brief okay and giving them information and asking them primitive for it's the way I learned that's what I do it I can also do it on for flight okay I can do vf4 and I4 flight plans and then I could also I think I think I could also file one in the air with flight service sure but I've never done that yeah but better to do it on the ground when you're thinking more clearly and just have it out of the way yep sounds good that's all I wanted to hear for that uh so we're gonna be looking back at your sectional now and I want you to find Ames Iowa k-a just north of Des Moines okay looking for aims okay so I see some symbols here that I just kind of want you to walk me through here help me to understand them looking at Ames itself there is a magenta dotted line surrounding the airport what can you tell me about that magenta dotted line that magenta dotted line tells me that within that space it is Echo airspace to the surface okay and what would be the height of that Echo airspace um the echo airspace goes up all the way to 18 000 feet I think there's Echo uh airspace General go to 18 000 feet yes is it including eighteen thousand I believe no if it's 17 999. that sounds right uh and then we have this uh Faded Line surrounding the dotted line what can you tell me about that line that is telling me that it's class Echo up to 700 feet sorry classical begins at 700 feet okay and what's below that Echo class Golf and what's above the echo above the echo is class Alpha because Alpha again yeah perfect all right what is the the well if I want to get weather information as I'm flying into aims what am I tuning to I'm going to turn to the Asos which is 132.025 okay uh tell me what what else am I reading here can you walk me through so I saw you there point to this little block here for Ames walk me through that so we went to the Asos that's my weather looks at 955 or 956. that 956 is the station elevation airport elevation I could just follow through okay so that capital l means it has means it has lighting and the star means that it is um has restrictions so pilot controlled generally five seven is the length of the longest runway and hundreds of feet so it's 5 700 feet okay one two two point seven is the um control traffic advisory frequency when the yeah that's that's how you can communicate with other aircraft then RP means right pattern and right pattern is for Runway one and one three okay perfect I see a little uh airplane with a G above it what does that telling me that means that there is glider traffic in the area Okay where can I find more information about that glider traffic and the legend area of the chart it's got extra information about special areas um now I'm seeing some towers around uh so let me just point out one here right beneath the words Nevada where it says one four seven one what is that telling me and what are those numbers in the parentheses below it 1471 is telling me the elevation of the tower in MSL and the parentheses number is so 490 is above ground level okay all right and that's pertaining there to our Towers we have several different types of towers there if you look up to above here where it says one four seven zero and we have a tower with some lightning bolts coming out of it what does that tell us about the tower that means it's lit it has lighting okay perfect all right uh so now coming into Des Moines tell me about what you need to fly into Des Moines what type of airspace is it and what is that require of you Des Moines is a turn this off Des Moines is a class Charlie airspace Class C so I'm gonna need to have two-way radio communication in order to enter their airspace I don't need clearance like I need for Bravo but I need to talk to them okay and I can see up here um that I need to contact Des Moines approach within 20 nautical miles on the 123.9 in order to come in and land here okay so looking at that Charlie airspace with the Inner Circle what is the the base and the ceiling of that inner circle okay so I see this symbol here and this is telling me that the um class Charlie goes from the surface up to five thousand okay and what about that outer ring the outer ring goes from 2 200 up to five thousand okay feet so right by words we would get that 50 over 22. there's a little blue uh hexagon what is that hexagon where is it again oh that is a navigational Aid a VOR okay I think it's a vortac sure so it's a it's a radio aid for navigation uh and if you wanted to use that for navigation what would you have to do I would need to tune my um navcon to its frequency and where can you find that that frequency is right here it's the Des Moines one okay so 117.5 is the VOR frequency sure great and are you planning to use that today for your flight uh no I don't think so all right so uh one more thing I I see here is a little flag if you look above Saylorville Dam yep that's correct what would that flag mean that's a view VFR Waypoint and I am planning on using that okay so I can I can call into ATC and tell them that I am above it or near and they'll know exactly what I'm talking about okay so you're gonna use that why why would you use that just so they know where I am until I know where I am okay and instead of saying some random other point on the map all right so as I'm flying uh uh out here in Echo airspace what would be my uh Cloud requirements for for VFR how high am I four thousand four thousand five hundred um I need to be um three statue miles of visibility 1 000 feet above 500 feet below and 2000 feet laterally from any Cloud okay good and uh how would that change if I were to go to Gulf airspace um at 4 500 still nope if I were to descend down well 1200 if I'm below 1200 in golf I have one statute mile clear of clouds okay above above 1200 I have one statute mile and then 500 below 1 000 above 2 000 laterally if you're in golf yes from golf at 4 500 yes okay all right uh what can you tell me about uh special use airspace is there any special use airspace along your route no I think I think no I didn't notice any so if we look north of superior yes out over the lake there you have snoopy West Moa what is what is that that is a military operation area there so there's military traffic and they want to separate it from IFR airplanes okay so could you fly there yes I could but when they're active it's not a good idea they're they're supposed to see and avoid me but I it's best not to chance it how could you find out if that MOA is active um I can I think I think usually mois will have a node I'm saying they're active sure I could also call flight service station there's also usually a contact number um yeah so I can contact Minneapolis airport traffic control at 127.9 when I'm in the area and ask if it's open okay yeah so just if if you have a doubt and you're flying through the area best to find out if they're operating or not and that can be done through nodems or through contacting an agency with with responsibility or with authority over the area all right so thank you like we've looked we've looked at your sectional it looks good I like your route the weather does look really good um I'm sure you'll have a great flight uh and yeah just put into practice the things you've been telling me about just making good decisions and being proficient uh before before you make your flight you want to make sure you have your weight and balance done so have you done your weight and balance for today's flight yes all right can you please show me that so for this flight I remember you you were flying and then you're taking one passenger as well with you yes so you've opened up your your weights here yep so I can see up in the top left my front seat I have me and a co-pilot both weighing 170 pounds we have a 53 gallon tank and we're gonna be burning 1.1 gallons on the ground 35 in the air not 35 is now adding the I didn't originally plan for that that's adding your extra stop you had me add and actually no no that's not that's all that's doing that's adding in the one hour Reserve that I had okay then I put five pounds in the back because I usually throw like my bag in the back um and I got a bunch of stuff in there and then the baggage areas got chalks and uh cow cover and some other stuff so there's some way back there um and so I can see that I am in my weight um NCG balance so I'm right in the middle and I have the circle is the takeoff from the blue is the landing okay so how would that change if you you've been flying uh you land let's say you make a stop along your way to Des Moines and you've burned 10 gallons of gas and at this stop you also pick up a friend who weighs 230 pounds and you put them in the back seat would you still be within in range there which is something within your CG so I burned my 20s my 27 gallons and I pick up a passenger you've burned 10 gallons of gas okay and you pick up a 230 pound passenger and put them in the back seat 230 that's correct okay so are you still within uh CG are you over gross weight let me count let me calculate it so I'm going to have now um 40 to 43 gallons and I'm going to have a passenger who weighs 230 pounds now for your fuel there you I believe you mentioned that you had 53 usable is that correct correct so how much is that are you putting in the weight for the usable or for the total fuel this is usable okay and just when you do your weight and balance calculation should be should you use the weight of usable fuel or total fuel should use usable fuel okay and what uh where is that unusable fuel factored in that is that is factored in the um basic empty way yep yep so typically it is that's one thing to double check if you aren't sure uh yeah typically now oil and unusable fuel is factored in with the empty weight of the airplane all right so it looks like you're overweight there yes what could you do to or would you go flying if you're overweight no what what why why wouldn't you go flying well the the aircraft needs to be within I need to follow I need to follow the operating limitations for the AFM and this is part of that and so I would not do anything that doesn't fit my weight and balance okay how could you get back in Weight and Balance what would you well my balance looks fine but my weight looks higher so I would have to take off weight so if my passengers really need to get there I would probably decrease fuel okay and then I could take intermediate stops on my way back or wherever I'm going how much overweight are you I am 117.4 pounds over Okay so let's say your your your first passenger who's up front decides you know what I'm actually gonna I'm gonna stay here and you guys can go on so why don't you remove that up front passenger in the front and how does that your affect your weight imbalance so I'm now within balance my center of gravity moved a little bit further aft okay uh so when your center of gravity moves farther aft how do you expect that to affect your flight characteristics well I'm going to become uh faster I'll have a faster true air speed I will have less Wing loading on the airplane um so I'll be more efficient uh the aircraft will be less controllable and should I stall the stall recovery would be um not as easy as North heavy airplane all right good so you mentioned interesting there thing called there with wing loading you can use whether you want to use this airplane or not in my double plane balance yeah you can kind of push off to the side we're still going to be talking about weight and balance here but just you oh sure a tool here I want to talk to me about why uh how is Wing loading affected by CG specifically more aft CG okay so looking at my airplane I know that the center of gravity for a general aviation airplane assessed now to be even more specific is always located ahead of something called the center of pressure okay or Center of lift the center of lift is somewhere along the wing so those those basically lift or Force going up there and there's downward Force here so that would cause the airplane to spin forward but there's also tail down force from the from the um horizontal stabilizer so I know there's a down Force here a downforce here and an up force in between them okay and I know that if I move if I move my center of gravity farther forward the torque that it has is higher because it's farther away from the center of gravity so because there's more downforce or there's maybe not more Force but the torque is higher there needs to be more downward torque here so in fact there needs to be there's more downward Force here so there's more downward Force here so the up Force has to cancel it out so that's higher okay so I've called it so that's more Wing loading it needs to be more upward force on the wings is there more Wing loading as well on the horizontal stabilizer yeah okay yeah more downward and that's with forward or aft C that's with forward the farther forward I go with my center of gravity the more weight is pushing down and the more up my wings have to put okay and you mentioned as well that having that aft CG makes you faster so how would this fcg or sorry forward see you you're talking about right now how would that make you slower that'll make me slower because I know that in order to get more so if there's more down force and More in order to have more up Force I have to increase my angle of attack okay and which increases lift so I need increase lift by increasing the angle of attack like this and now I'm flying like this and I'm flying straight in level like this or to be really extreme I'm not actually gonna look like this but I'm basically flying higher pitch up in order to fly straight and level that more lift that's required also means more induced drag so I'm going to be moving slower through here perfect yep so then I'm just kind of wrapping that up yeah so it's more than just drag so what happens then when your CGS is more apt it's up it's the opposite so I have less less loading less loading on my back so less wink the wings don't have to lift as much so I can have a lower angle of attack I can fly more with less drag through the air okay so faster Perfect all right um just going to morphs kind of breaking apart this airplane uh what are your primary controls on that airplane my primary controls are my ailerons my rudder and my elevator okay uh okay what's any secondary controls I have flaps sure and I have a trim tab and I also have a permanently set well ground adjustable trim tab on my L on my Rudder okay uh what about the fuel system of your airplane where is this where's the fuel stored how does it get to the engine so I have a I have a wet Wing system so the wing the the fuel is in the wings okay and it flows from the wings down through some different filters and a reservoir down into the fuel injection system I have a fuel injected engine not a carbureted engine so it flows down into something called the fuel air control unit and then gets mixed with air there and then injected through injectors into the cylinder okay perfect and then do you have a way if if you need to stop fuel from getting to that control unit is there a way for you to automatically shut off fuel yeah I have a fuel shutoff valve in the cockpit okay done by the tank control okay all right and what kind of fuel is this airplane running on 100 low lead okay and what's what is the engine uh making model it is a Lycoming uh i o 360 l2a okay how many horsepower 100 60 horsepower 160 horsepower and you said it was an i o 360 engine okay using this 320. this is your check ride remember the horsepower is general rule of thumb is half of displacement we need to be surprised yeah I could be surprised here all right so sure we'll move on um we talked about your fuel system I want to touch them a little bit more Electronics especially since we started off talking about that turn coordinator uh are there is there any protection for your electronic components I mean physical or like do I have circuit breakers in my area Okay circuit breakers all right so you have circuit breakers and what's the job of a circuit breaker they if there's an over current situation or something they will pop and just disconnects with that high current doesn't hit the components okay so let's say you're flying along and you're flying in maybe some some cooler conditions maybe some moisture maybe it's raining so you have Peter hiran your pedo heat circuit breaker pops what are you gonna do well I can look out the window and see if my P2 is looks like it's still there and working sure then I can I can put I'll push it maybe push it in one time um and then if it pops again I'm not gonna I'm not gonna push in it again I'll reset one time um then I will assume that there's something wrong with the pitot tube okay and would you would that be an emergency for you I would land okay because my my fuel is in my wings and those are electrical cables going through my wing and it might not be I mean I'm probably not using pedo heat as a V4 pilot but just knowing that there could be some kind of electrical short or issue inside my wing when I've got hundreds of pounds of fuel sure I'm gonna treat it like it could be serious okay and what would you do if so if you had a wing fire on the left wing for example what would you do I would take my airplane and I would enter a right Bank okay to get the fire going up so that it's not going down towards the wing tank which is near the root of the wing and I would do an emergency descent okay so I would enter probably forward slip and do a turn and what are the purposes of that descent uh to get to the ground as soon as possible and to get air flowing over the fire maybe put it out here yeah but yeah what about smoke would that what would that do to the smoke well I push it back and lay behind me sure push it away from the cockpit yeah [Music] okay so speaking of that of that pitot tube if the pedo drain in your airplane to become clogged what would you expect instruments to show the back drain yep um you can kind of think about this I have some hard sometimes this can be hard to kind of answer right on the spot well I know the front is blocked it goes to zero if the bat if both the front and the back are blocked it goes to a basically like an altimeter and I think if the back is blocked and the pedo you wouldn't get any indication why is that I'm just thinking it comes in the front and goes through into the system you said you wouldn't get any indication no I wouldn't change anything okay I'm thinking it goes in the front and then and what would happen if just the front was clogged it would go to zero what would go to zero the your air speed would go to zero okay and why is that how does that air speed indicate to work the ESPN indicator works from um Ram pressure air coming in going into the pitot tube through lines to the airspeed indicator and then static air also goes in on the static port and then the difference in pressure between the two is red as air speed and if the front is clogged your Pita would be zero okay yeah but if so if that front was unclogged and just the drain was blocked you'd still be getting that Ram pressure yeah would you still be getting static pressure I think so or would you getting your static static pressure comes on on my airplane it's on the left front side of the couch sure so it's a completely different port yeah yep so what what is the job of the drain for the pitot tube it's to let condensation and stuff come out of the po2 yep so maybe just in a few in in the future you might it might get clogged even more it might clog the front portion of the two but in general it shouldn't necessarily necessarily affect the the work of the pitot tube immediately all right great um so you're flying to Des Moines we're almost done I was gonna say great job just a couple more couple more questions here and I think you got it so after takeoff uh you've been flying for about 20 minutes it's getting kind of cold you pull carb heat on after another 20 minutes uh you start getting a slight headache uh speak me from an aeromedical standpoint what could that be a symptom of um well I think you said carb Heat yeah I'm sorry cabin cabin here okay um that would probably be um hypoxia okay from carbon monoxide poisoning because in my airplane the the heater gets its air from well it gets its air from outside and then it passes it over a heating shroud which basically just uses a hot exhaust air I'm sure as it's leaving the air before it leaves the airplane and if there's a crack in my exhaust then carbon monoxide which is a comes from incomplete combustion of the 100 low lead will mix with the air and come into the cockpit okay and it will bind with the hemoglobin in my blood way faster than way better than oxygen does and so now I'm dealing with oxygen starvation which is called hypoxia okay so if you're in your flight there and you have suspicion that there may be carbon monoxide in the airplane what first off do you have any ways of confirming or testing the levels of carbon monoxide second of all if you do or don't what's your plan of action when you suspect that there is carbon monoxide I have a carbon monoxide detector in my airplane it's a little a little disc that changes color from like yellow to okay the darkest Brown I think when it um senses carbon monoxide I also have a Sentry that has a carbon monoxide detector but I've never tested it so but if I suspect carbon monoxide I will um flush out the cabin with air and land turn off the carb heat first sorry the cabin heat turn off the cabin heat flush the air get the carbon monoxide out of the airplane and descend as soon as possible yeah so what are some ways to get air into the cockpit quickly um I can open all the air vents and I can descend okay could you open your window I could open my window yeah sure is there a maximum speed that you would want there is there isn't the poh but I'm in my airplane it's the same as the never exceeds okay um so you've been you're flying with your passenger and you know that they've had a cold recently and they start telling you man my ears are hurting during the flight uh but their ears weren't hurting before they started the flight what would you think is happening inside their ear what's what are they experiencing so they're probably having some maybe not ear block but ear block type symptoms so that would be the um the the inner ear has something called the uh eustachian tube and air inside that needs to equalize with air outside that and when you change air pressure really rapidly sometimes the pressure inside your ear and outside your ear the the pressure inside your ear can't stabilize quickly with an outside so um and especially if they have if they're having some kind of sickness it can make it even more difficult for it to equalize constricts it um and so it might would cause some pain so I would if I ever am feeling sick or have sinus problems because I can also get sinus issues in my maxillary sinuses or up here whatever these are called and so if I ever have sinus issues or a cold I will choose not to fly and I'll just seem always let my passengers know that you might you're not going to want to fly because it's going to hurt is there anything you can do during flight to alleviate or try to help alleviate the pain Well it's worse during a descent because the pressure has to push out against the eustachian tube um or maybe let me think so there's pressure coming down the more pressure I think oppression needs to compression needs to come in and it's difficult for the eustachian tube to go that way okay so so if you're descending um people's ears start hurting you climb back up to the altitude you were at and then slowly descend maybe even just one or two hundred feet per minute okay to help the passengers but in general I choose to never or I try to never really descend more than 500 feet per minute at all sure just in case that kind of so happens there's also you can do um you can do like yawning chewing gum talking doing like the thing where you like plug your nose and blow out which is um which can help equalize the pressure those are all things at home all right good so uh you're not feeling sick today I'm not feeling sick today that shouldn't happen on our flight uh so we're about to go out to fly now explain to me how would you determine for yourself that you are you are ready to fly well I would make sure that well I haven't I use something called the I'm safe checklist okay so I make sure that I don't have any illness okay which is kind of what we talked about I'm not taking any medication that would hinder my ability to fly um that I'm not doing with any stress I haven't consumed alcohol within the last eight hours I'm not feeling the effect no fatigue and emotions slash eating so make sure that I'm not feeling any emotions that would hinder my ability to think properly or perform my functions and that I'm not dealing with hunger all right okay all right good so just going through that before every flight um all right great so we're gonna head out to the airplane okay now uh I just want to see you PreFlight like you would normally pre-flight I might ask you some questions while you do so but just uh enjoy it just like you would any other flight uh when we get to the airplane as well when I get there I want you to show me those airworthiness documents that we talked about at the beginning they'll be necessary for you to fly and uh then I may ask you as well just to hear some v-speeds or some other things about the airplane before we fly and uh yeah so your oral testing now is complete so congratulations uh their oral questioning will continue throughout the flight and throughout the rest of the test but just really focus on flying that's the main thing you're flying if you need me to repeat a question or wait if you need me to wait a couple minutes before you answer because you're focusing on another task that's completely fine I'll understand uh your main task is flying and flying safely and showing me that you know how to do that but I also yeah so I have some questions for you so yeah let's uh head out to the plane just all right everybody thank you so much for checking out safety pilot watching our video on the Private Pilot mock check ride we're planning to have more resources out such as a mock instrument check ride mock commercial and maybe even mock CFI if you are preparing for your check right now be it any of the ones we just mentioned be sure to check out our other videos we'll have videos on CFI lessons and those will apply for any check red level we'll also have videos on our check right experiences some gouges and just funny stories of things that happen Checkers are part of flying life and it can be pretty interesting yeah we've got bloody nose stories letting dogs out car stories yeah there's some crazy things getting yelled at by the DPE stories there's a lot to check out so check out our other videos thank you so much for watching this video we hope you learned a lot and if you are on your way to becoming a Private Pilot keep up the great work it's a super rewarding thing and we're so glad you checked out our video fly safe