Oral Exam Prep:

Pack:

 Approach plate print outs

 Taxi diagram KAWO
 W&B filled out for flight- Neil’s weight
 Water bottle
 Ventolin
 headset
 Fee $550
 Sunglasses
 Pilot documents -see section 1
 Notes, weight and balance, performance charts marked kneeboard+ pens
1) Pilot Documents
a. Current FAA Certificate
b. Medical – Class 1 valid until Aug 31, 2019
c. Photo ID- WA Driver’s License
d. Logbook
i. Hours totaled – no particular hours required
ii. MEI endorsement for ground and flight training
2) Aircraft Documents
a. Aircraft Airworthiness Certificate- aft baggage wall
b. Registration Certificate- aft baggage wall
c. POH- back seat pocket
d. W&B – I prepared
e. Day VFR Equipment (91.205)
i. Airspeed indicator
ii. Altimeter
iii. Magnetic direction indicator
iv. Tach for each engine
v. Oil press each eng
vi. Temp gauge each liquid -cooled (we have air cooled) N/A
vii. Oil Temp – air cooled
viii. Manifold press gauge for each altitude engine (reciprocating engine having a
rated takeoff power that is producible from sea level to established high
altitude)
ix. Fuel gauge for quantity of each tank
x. Landing gear position – retractable
xi. Anti collision lights (red or white)
xii. Seat belts (all pax over 2 years old)
xiii. ELT 12 months battery, 12 calendar months ELT part 91.207, battery replace
when more than 1 cumulative hour use, or 50% of useful life expired
f. Instrument Currency
i. Instrument for night + the following (91.205)
 1. 2 way radio comm and nav for route to be flown
2. Gyroscoptic rate of turn indicator
3. Slip-skid indicator
4. Senstie altimeter adjtable for barometric pressure
5. Clock (hrs, mins, sec, sweep second pointer)
6. Generator or alternator of adequate capacity
7. Gyroscopic direction indiactor
ii. Altimeter system and altitude reporting equipment (91.411)
1. Within preceding 24 calendar months each static pressure system, each
altimeter instrument and each auto press alt reporting system tested
and inspected
2. Altitude reporting equipment is transponder
iii. VOR 30days (91.171)
1. Operationally checked within preceding 30 days and within limits
2. VOR Checks- log it with date, place, bearing error, and sign the aircraft
log or other record
3. Methods of operational check in order of preference:
a. At the airport of intended dep, FAA operated or approved Test
signal. VOT. +/- 4 deg. At SEA, BFI, GEG
b. At airport of intended departure, airport surface has designed
as VOR system checkpoint +/- 4 deg.
c. Airborne check designated by the administrator. +/- 6t deg
bearing error
d. If no check signal available in flight
i. Select VOR radial that lies along centerline of
established VOR airway (Victor airways)
ii. Select prominent ground point along the selected radial
+20mins from VOR ground facility, maneuver over at
lowest reasonable altitude
iii. Note VOR bearing indicated over the ground point (+/-
6deg)
e. Dual VOR check both system tuned the same VOR ground
facility and note the indicated bearings to that station. Variation
between +/-4deg. This option is least desirable since the
bearing error is a measure between the 2 instruments. If both
are off by about the same amount, that won’t be noticeable.
That’s why ground VOT is best
g. Time logs+ AD compliance and expiry – Check Purple Binder
i. Annual inspection
1. Cannot fly if expired. Must be done within preceding 12 calendar
months else you need to get a special ferry permit or provisional
airworthiness certificate since it’s a type certificated aircraft
2. Final authority on maintenance is on the operator
ii. 100 hr. inspection – needed for hire ops and flight training
 1. Checkride is not a flight training or comm ops, so for this particular flight
an annual is sufficient
2. Can exceed for the purpose of transporting to place of inspection by up
to 10 hrs. this excess time goes into next 100 hrs of time in service
iii. Engine / Propeller logs

Flight Briefs:

Passenger Brief: prior to engine start

1) Seatbelts
2) Door- open/close/latch
3) Fire extinguisher location (x2)
4) Emergency exit- window unlatch and open demo (aft pax)
5) Seat adjust – 1 degree of freedom fwd/aft

Take off Brief: (example) Pre-takeoff/ post run up

1) We are going to take off from Arlington Runway 34.

a. If we lose an engine on the takeoff roll, below Vmc, we will abort take off- throttle to
idle, get back on to the center line and apply brakes.
b. If we lose an engine on takeoff, above Vmc, runway remaining, we will set the aircraft
back onto the runway, throttle to idle, get back to centerline, apply brakes
c. If we lose an engine on takeoff, above Vmc, airborne and no runway remaining, my safe
troubleshooting height that I am comfortable maneuvering the aircraft is at 500ft.
i. if below 500 ft I will secure the dead engine, and depending on winds – observe
it, I will take a 180 deg turn back to the runway or if winds strong, fly the pattern
back to runway 34.
ii. If I am above, 500ft, I’ll stabilize the aircraft, troubleshoot (cause check) attempt
to restart, and return to the airport for landing. If unsuccessful on restart, I’ll
secure the engine and return to the airport.

Additional Q&A:

1) In the event a light twin experiences an engine failure in flight, what percentage of its climb
performance will it lose along with it?
 80%- Although it will lose 50% of its power, it will lose approximately 80% of its climb
performance. This is due to a number of aerodynamic penalties associated with flying an
airplane on asymmetric thrust. It explains why most light twins are unable to climb on
one engine (or even maintain altitude).
2) For turbo-charged engines, rapid throttle movements increases the probability of over boosting.
Over boosting is a condition where an engine exceeds the maximum manifold pressure allowed
by the manufacturer, which can result in detonation, overheating, severe damage or even
engine failure.
3) On take-off, we look for positive rate of climb is indicated on the flight instruments before
retracting the landing gear. This is important because there is always a chance the aircraft may
 settle back onto the runway after take-off (such as due to premature lift-off, wind shear, or bad
pilot technique).
4) On engines fitted with a constant speed propeller, what power combination do you want to
typically avoid? – High Manifold Pressure with low RPM
 Although the “over-square” concept has been debated (and in some cases debunked)
on certain aircraft, its often a good idea to avoid a high manifold pressure indication
with low RPM. If manifold pressure is excessive for a given RPM, the maximum
allowable pressure within the cylinder could be exceeded. This could create undue
stress on the cylinders that could eventually cause engine failure. In either case, always
refer to your aircraft’s POH for guidance on proper settings.
5) Due to the complexity and speed associated with complex aircraft, the FAA recommends the
stabilized approach concept. On final approach, the airplane should be on speed, in trim,
configured for landing, on the runway extended centerline, and on a stable glidepath within 500
ft AGL.
6) A higher than normal manifold pressure indication while the engine is at idle is a good indication
of an induction leak in the cylinder (or otherwise sick engine). The issue can be localized by
reading the cylinder head temperature indications. A cylinder that is cracked (or generally
defective) is likely to operate far leaner than the others.
7) According to Part 23 certification regulations, light twins (<12,500) are not required to be able to
climb on one engine. In fact, some cases a pilot may even need to drift down toward a lower
density altitude in order to maintain altitude on one engine.
8) Cowl flaps should generally remain closed during descent and open during climb. Cowl flaps are
installed on many high-performance airplanes as a means of regulating engine heat, based upon
engine temperature readings. A general rule of thumb is to fly with your cowl flaps open during
high output phases-climbs-and close them when the throttle is pulled back-descents. Keep an
eye on your engine temperature gauges-oil and cylinder head-and refer to the POH for specific
information on using cowl flaps for your aircraft.
9) You’re about to go flying right seat in a Cessna Caravan (turbine powered aircraft). The PIC asks
you to help with the preflight by sumping the fuel tanks. You immediately notice the fluid in the
fuel tester is clear. What should you do?
 PT6 turbine uses Jet fuel, not blue 100LL. It emits a distinct kerosene like odor unlike
water, has a straw color which should tip you off that it truly is jet fuel and not water.