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Requirements Solo to Private Pilot
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Contents
Introduction;...Student Supervision; ...Pre-solo Flight Training; ...Solo Required Knowledge---FAR Part 61.87; …Student requirements and limitations; ...Student Pilot Requirements; ...Student Pilot Limitations FAR PART 61.89; ...Flight Rules---FAR PART 91; ...Compliance Required for Flight; ...Aircraft Basic Knowledge Sheet. ..Solo Phase Check Flight; ...Solo Phase Check Oral; ...Aircraft V-Speeds; ....Are You Ready for Solo? ...Instructor Requirements; …Hours to Solo; …Ready to Solo; ...Ready  to Solo?; ...First Solo;  ...First Solos; ...Another First Solo; ...Soloed; ...Second Solo; ...Solo Instruction; ...After Solo, What?; ...Solo CCR to Local Airport;   The Flight; ...Written Test on Essential; Knowledge; ...Essential Knowledge; ...Pre-solo Test of Student Pilot; ...Why Black Ink in Your Logbook; ....Student Endorsements (Instructor); ...Part 91 General Operating and Flight Rules; ...General Requirements for each Solo Flight Endorsement; ...Requirements for Ground Instruction; ...13 Areas of Required Ground Instruction for Private Pilots; ...Remarks and Endorsements; ...Logbook Specifics; ...Student Pilot Endorsements; ...Other Endorsements; ...Flight Proficiency requirements of FAR 61.107(b); ...Local Conditions3; ... Things to Worry About; ... 

Introduction
Solo preparation began on the first flight. Now, the FARs require specific paper work, study, and testing. Student skill and knowledge for the flight must meet safety requirements. The instructor will impose limits of visibility and wind conditions. The extent of the testing of FARs and aircraft knowledge will vary but FARs say the depth must be enough to determine competency. Airport and radio procedures must be covered for all anticipated solo situations. The words, "student pilot," now become part of the aircraft identification whenever the full aircraft identification is appropriate. i.e. "Cessna 6185K student pilot"

The day of possible solo is significant both to student and instructor. Psychological conditioning begins during the post flight discussions several flights before actual solo. The parameters of acceptable flying conditions is based primarily on safety considerations. This needs to be clearly understood by the student. Unsafe solo conditions turns the planned dual/solo lesson into a dual only. The teaching accountability of the flight instructor is exceeded in no other field and equaled in only a few.

The pre-solo discussion is used to confirm that all required papers are, if not completed, available. An oral review of the conditions requiring slow flight and the short approach should be included. The dual is limited by agreement. The instructor expects that the student will complete at least three safe landings and a go- around in the first half hour of closed traffic. If this is not accomplished then the remainder of the flight time will be to review or refine landing skills in dual. The reason for this is that extending the dual time beyond the half-hour creates student fatigue that might jeopardize solo safety. One way to judge the intellectual and emotional load of a student on any pre-solo flight is to see if he can handle the landing process while conversing about some unrelated subject just as he would in an automobile. It's nice to know that the student has some capacity left for emergencies when the instructor gets out.

When ready to solo the student is confident of his capability. The instructor has been satisfied in the student's decision making skills, judgment and flying performance. The student can accept the existence of pattern problems and mistakes while making safe adjustments and corrections. The ability to make both the go-around decision and the go-around procedure is the most essential ingredient of the process. Lastly, the kinds of questions a student asks is a very important indicator of the proficiency level acquired.

If all goes well, the student solo proceeds. The student is expected to make two touch and go's a full stop in solo flight. A go around does not count. The instructor will be in the tower to monitor the flight and advise ATC of the student's capability to handle an unexpected situation. On occasion, the instructor may authorize an extension of the solo flight.

Student Supervision
Perhaps I once carried the supervision of a solo flight to an extreme when I followed a student flying a C-150 in a C-172. I did so without his knowledge and my intent was to prevent any serious problems that might be caused by anxiety-garbled English. Before coming to me the student had undergone a 6-month suspension for landing at a military airport. Even for unsupervised solos I make it a point to try and be in the tower as often as possible. That I must be doing something right is proven by the fact that in the past 30 years I have never had a student have a serious problem on any solo flight. Since 9/11 I am no longer allowed in the tower during student solos. A restriction that I feel makes a less safe situation. I have compensated by making use of a hand-held radio and allows me to listen in and be available in an emergency.

I ask my students to always contact me the night before a solo flight and again shortly after completion. This procedure is for flights to airports less than 50 miles to which one or more dual flights have been made. Beyond fifty miles the planning in all aspects are gone over with the student. Weather is factored in the night before and prior to the flight. Flight plans are filed, opened and closed for each leg. I know all frequencies to be used both for communications and for navigation.

Pre-solo Flight Training
(1) Preflight, Engine operation, systems
(2) Starting, taxiing, runup
(3) Takeoff & landings, normal and crosswind
(4) Flying straight and level, shallow, medium and steep turns.
(5) Climbs and climbing turns
(6) Traffic pattern entries and departures, collision and large aircraft wake avoidance
(7) Descents straight and w/turns, with and without flaps
(8) Speeds cruise through minimum controllable
(9) Emergencies and malfunctions
(10) Ground reference maneuvers
(11) Power-off landings
(12) Slips to a landing
(13) Go-arounds from base turns through final flare
(14) Forced landings from takeoff to anywhere in the pattern
(15) Stall entries w/varied attitudes and power with recovery at first sign

Solo Required Knowledge---FAR Part 61.87:
A student must demonstrate aeronautical knowledge of Parts 61 and 91, the POH, aircraft operation and the local airport area. See: FAR 61.87(b)

AIRCRAFT;
Required papers
Required inspections
Oil levels
Fuel consumption/flight time
Weight/balance limits
Rotation/climb speeds
Approach/landing speeds
Flap use/go-around procedures
Effect of bank on stall speed
Emergency operations

Student Requirements and Limitations
1. Boundary areas of student flight
2. Local airport procedures
3. Pattern procedures and operations
4. Weather restrictions
5. Aircraft papers and requirements
6. Aircraft right of way
7. Use of C.H.
8. Magneto check limits
9. Tire pressures and condition
10. Aircraft switches and function
11. Legal altitudes in local area
12. Solo limits
13. Post flight procedures
14. ATC clearances and directions

Student Pilot Requirements
License/medical certificate
Knowledge of flight rules--FAR PART 91
Proficient in pre-flight/run up-taxiing
Proficient in climbs/turns/level/descents
Slow flight/stall recognition-recovery
Traffic patterns/ground reference/collision avoidance
Emergencies/priorities
License and Logbook
Endorsements

Student Pilot Limitations---FAR PART 61.89
(a)
(1) No passengers
(2-3) No flying for hire
(4) No flying for business
(5) No international flights
(6) No flying daytime with visibility below 3 miles, or at night with less that 5 mile visibility.
(7) No flying without visual reference to the surface
(8) No flying that is contrary to instructors logbook endorsements and limitations
(b)
(1) Cannot act as required crew member
(2) Cannot fly into certain Class Bs unless endorsed in last 90 days (91.95(a)
Cannot be endorsed for San Francisco Class B airspace.
Student must have instructor approval of all flights
Student must have 90 day solo endorsement
Student must have license, medical, and logbook in possession when flying.
Student certificate must be signed on back for each aircraft type.
Student certificate must be signed on back for cross country flight.
(This instructor does not allow student night flights)
(The new FARs do not allow student SVFR flights)
The student is not to make over-flights such as would attract attention of friends or relatives.

Flight Rules---FAR PART 91
91.3
Pilot in command/
91.5 Preflight/
91.9 Careless operation/
91.11 Liquor/
91.14 Seat belts
91.67 Right-of-way/
91.71 Acrobatic/
91.73 Lights
91.79 Safe altitudes/
91.105 VFR minimums/
91.107 SVFR/
91.109 flight altitudes

Compliance Required for Flight
1. Emergency Locator Beacon (some exceptions)
2. Advisory Directive (AD) is due and not complied with
3. Owner/operator responsible for maintaining airworthiness
4. FAA approved flight manual only if flying
5. Engine baffling
6. Airworthiness certificate
7. Pilot may make airworthy by disabling and placarding
8. Only an Airframe and Power mechanic with inspection rights can modify an aircraft.
9. An aircraft is airworthy only when conforming to type design.

Aircraft Basic Knowledge Sheet
Dimensions: Height_____ Length_____Wingspan_____ Propeller_____Tires_____
Fuel
Full fuel_____Grade_____POH endurance______TRUE endurance_____
Oil
Oil type_____Maximum_____Minimum______
Cockpit
All switches, knobs, lights and sounds: ___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
_________________________________________________________________________________
Weight and Balance:
Gross weight _____Empty weight_____Full Fuel weight_____Cockpit load available_____
CG Range_______
Speeds

Va_____Vx____Vy____Vfe____ Vne____Vno____Vg____

Gross aircraft performance parameters in standard conditions:
Normal-Speed
____
S.L. takeoff_____Over obstacle_____ Landing______ Over obstacle______Configuration ______________
Procedures______________________________________________________________________________
_______________________________________________________________________________________
Short field-Speed____
Takeoff_____ Over obstacle _____Landing_______Over obstacle______ Configuration______________
Soft field-Speed____
Takeoff_____ Over obstacle_____Landing________Over obstacle______Configuration______________

Density Altitude Performance at Gross
Conditions: Level Cruise a 65% power, 7500' Standard Temperature.
True air speed______Fuel used____per hour
Takeoff
Conditions: Gross Weight, 5000' 100-degrees F, obstacle
Ground run______Rate of Climb_____ Total distance to 50'
Landing
Conditions: Calm, S.L. 103-degrees F
Total distance required over fence to stop______
General Knowledge
Required papers are: _______________________________________________________________________

Required inspections are: ___________________________________________________________________

Seat belt requirements: _____________________________________________________________________

Carburetor ice cause, detection and removal:____________________________________________________

________________________________________________________________________________________

The Go-around when and how_______________________________________________________________

________________________________________________________________________________________
Solo Phase Check Flight
Student_________________Recommending CFI________________Phase Check CFI_______________

1-5 Score(5 fails) ............................................Comments
Pre-solo Phase Check
Airspace
Preflight
Ground
Operations
Four Basics
Slow flight
Min. control
Stalls
Steep turns
Traffic Pattern
Normal takeoff
Landing
Go-around
Radio work
Emergency

Solo Phase Check Oral
(Scored 1-5)
( ) Student Limitations……..( ) Preflight Preparation…..( ) Required aircraft/student papers….

( ) Getting the weather……..( ) Getting Notams….. ( ) Basic VFR minimums….. ( ) Short approach

( ) Airspace A to G…..( ) Local airspace…..( ) Radio failure….. ( ) Radio instructions

( ) Light Signals……( ) Minimum altitudes……( ) Traffic patterns….. ( ) In pattern turns

( ) Ground operations……( ) V-speed definitions……( ) Specific aircraft V-speeds…… ( ) View on Final

( ) Aircraft Systems….( ) Emergencies……( ) Engine Failure at altitude….. ( ) Overhead approach

( ) Engine failure on takeoff……( ) Engine failure in the pattern…… ( ) Harness requirements

( ) Aircraft proximity…… ( ) Right(s) of way…… ( ) Operational speeds….. ( ) The Option

( ) Special Use Airspace…… ( ) Hemispheric Rule…… ( ) Required inspections

( ) Required maintenance…… ( ) Inoperative equipment…… ( ) Aerobatic flight……( ) Pattern speeds

( ) Logbook entries…… ( ) Normal T. O./Landings…… ( ) Crosswind T.O. /Landings

Remarks on back


Aircraft V-Speeds
Year to year figures will vary. Check POH especially fuel.
Aircraft Types

.............................C-150 ............C-152.........C-172.........C-182......... PA-28
V-speeds in knots

Vr (rotate) ..............50 ..................50............... 50 ...............50 ...............56

Vx (Best angle)...... 60 ..................55 ................60 ...............53............... 66

Vy (Best rate) ........66.................. 67................ 78............... 76............... 79
Vz = best range speed
Vfe (extend flaps)....87 ................. 85............... 87............ 140/95.......... 103

Vs (Stall clean)....... 48 ................. 40 ...............49 ...............58............... 50

Approach clean...... 62 ..................60............... 62 ...............70 ...............70

VsO(Stall dirty) ......43 ................. 35 ...............43 ...............52 ...............44

Approach dirty....... 52 ..................55 ...............56 .............. 61............... 63

Va (Maneuvering) ..95.............. 93-104 ............97 .............111 .............111

Vno (Structural ....104 .................111 ............126 ............. 139 ............126
Cruise)
Vne (Never .........141 ................149............. 158 ............. 167 ............160
Exceed)
Vg (Best glide) ......61 .................60 ................70 ................70 ..............73

Approach minimum.52 ............... 55 ................56 ................61................63

Usable Fuel ...........22.5 ..............24.5 .............38 ..........50-79-91 ......... 48

Oil ....................... 4-6................ 4-6............. 6-8 .............10-12 ............6-8

Are You Ready for Solo?
Takeoff and landings are just one part of the criteria I use in soloing a student.
1. I want a student to be familiar with the airport to the point he can safely go to any runway via the best taxiway route.
2. The student must be aware of not only his place in the sky but also aware of any other aircraft's location as revealed by radio. Student must know the relative importance of all radioed position reports.
3. Student must be wind-direction sensitive. The airport pattern must be adapted to the wind direction and velocity. The use of flaps are a variable that must be a consideration.
4. Student must be able to make a short approach, go-around, change runways and follow ATC instructions.
5. During the dual part of the flight preceding the solo, I want the student to have enough mental/emotional
capacity to carry on a casual conversation while flying.
6. I have soloed students who immediately prior to solo have made some of their worst approaches and landings. My requirement is that in the process they made safe corrections of their mistakes including making the go-around decision.

What we have in a solo flight is an accountability problem. Who gets blamed and is held responsible if things go wrong? Who gets the credit when things go well? The lawyers and insurance companies are directly responsible for the reduction in CFIs and FBOs. Many others and I teach 'naked' because the income will not begin to cover the insurance costs. Now the meat of the matter is that the instructor must feel 'safe'. This requires that the wind and traffic must be acceptable. I expect a student to, in the first half- hour give me a combination of three safe landings and a go-around. If it takes any longer than that I no longer feel 'safe'.

I have never counted hours to solo. I expect the plane to be trimmed for hands-off flying during climb, level and descent. I expect a prelanding checklist and traffic check to be performed. Lastly, I expect the student to have enough brain-power left over to carry on an unrelated conversation as we would in a car. I have had several students give me problems getting to solo. My fault, not theirs. One comes to mind was a young lady who was perfect until the nose got above the horizon during the flare. Then the nose would wave from side to side. After three flights of my trying to solve the problem I took her to lunch to discuss the situation. Seems that a pilot friend of hers had once told her that it was never a good landing unless the nose wheel hit the centerline. Garbage. She soloed next time out.

Instructor Requirements
Instructor must sign license/logbook/FAR proficiency 61.105a 1-5
The instructor will review and test student's:
Use of checklists/verbalize actions
T/O landing procedures/common errors
Use of flaps, carburetor heat
Short approach and go-around
What to do if high/low downwind-base-final
Runway alignment/flare/touchdown
Cross-wind procedures if likely
Radio communications/traffic acknowledgments
Aircraft call up as student pilot
Effect of strong/calm/cross wind
When to go to slow-flight
Essential speeds/use of trim
Clearing/drifting/turns
Traffic procedures
Priorities

The Flight
Departure Instruction:
Taxiing from tower to longest runway
Clearing approach before entering runway
Rotation/climb-out/heading/wind effect
Airspeed/turns/level-off
Pre-landing/traffic/radio

Expectations the instructor has of the student:
Reasonably smooth ground operations
Tower call up/TO per clearance
No compromises with safe operation at any time
Accurate airspeed control
Adjustment of pattern to conditions/traffic
Acknowledgment of radio calls
Safe controlled landings oriented to runway direction
Smooth/controlled go-around
Smooth/controlled clearing of runway
Ground control call up/taxiing per clearance
INSTRUCTORS APPROVAL OF ALL FLIGHTS

Hours to Solo (Opinion)
Forget counting hours as an indication of a good pilot, OR a good flight instructor. On the CFI side, it goes without saying that you want your instructor to be able to fly well, but that's only the beginning criteria.
Even being a good teacher can fall short of your "personal test". What you should be looking for is a CFI that can relate to you personally; understand the questions you ask and adjust his/her answers and demonstrations to the exact level YOU need to understand them. THIS is the key to picking the right instructor. THIS is also what you will find if the CFI is any good.

Stop trying to judge the ability of your instructor by artificial means. You don't have nearly the experience necessary to do this. That's why it's so important that you reduce the problem to your level of understanding at this early stage of training. Sit down and talk informally with a prospective instructor. Ask questions and pay attention to how the instructor handles you. Is he/she interested in you personally? Does the instructor LISTEN as well as he/she talks? Listening to a student and paying attention to what the student is saying, and giving the student an answer that can be completely understood is a prime indicator of a good CFI. Carrying this even
deeper, the good instructor will ask follow up questions to INSURE you got it the first time around.

These very basic instructional qualities are the most important aspects to look for in picking the right instructor. Use them wisely and pick wisely. You won't go wrong using your basic instincts and common sense in the choice of your instructor. Take your time; this is one of the most important decisions you will make in your quest to become a pilot. Choosing any instructor will probably make you a pilot in time; choosing the RIGHT
instructor will make you a BETTER pilot than you would have been without that instructor.
Best of luck to you.--
Dudley A. Henriques

Ready to Solo (Opinion)
I have personal criteria that I use AFTER I determine a student is qualified to solo by almost the identical path that Gene uses. When I'm sure the student is ready to go, I'll tell the student that as we are taxiing back for another takeoff, and I ALWAYS use the same wording. I'll simply say, "In my opinion, you are ready to solo this airplane. When YOU decide I'm right, tell me and I'll get out of here". I do this for a very definite reason. I want the student to think about it for a bit before I actually turn him/her loose on their own. The important part of this "ritual" takes place next. I want the student to make at least one more takeoff and landing AFTER I've told them they are ready to solo. By doing that, the student makes that takeoff and landing mentally thinking they are doing it alone, even though I'm still there. Trust me....they can't help it!!!! :-))))

I've planted the seed in their mind and no matter how hard they try, they can't help mentally projecting the image to themselves that I am no longer actually there. That last takeoff with me in the airplane is actually for
the student, a mental solo. It gives them a chance to convince themselves that they are indeed ready to go. It also gives ME the opportunity to give them that little added shot of confidence. I consider this procedure
important enough that I classify it as a prime safety issue, and stress it's use by all flight instructors I train.

Usually, that last pattern goes well, and the student will take charge after landing and tell me they feel good about it. I'll give them some last minute advice and get out. If for any reason the last pattern produces something
that needs correction, a few extra trips around the pattern will clear it up, and the process repeats itself.

The main point here is that I don't like hitting a student with a declaration that he/she is ready to solo and at that point get out and let them go alone. It's been my experience that most students will be subjected to some degree of shock at solo, even if it's only sheer excitement, and that this shock is better handled by a gentle progressive process that allows the student time to adjust mentally to what he/she is about to do. Also, the pattern after being told they are ready to go alone is positive proof to them that they CAN indeed do what I have just told them they can do.
Dudley A. Henriques

Ready to solo?
Solo preparation began on the first flight. All the airwork of four basics, the ground reference, slow flight, trim, flaps, airspeed control, energy management, radio useage, and orientation have been, to a great extent directed toward the day a student does it all alone.

Preliminary to the flight is FAA required paper work, study, and testing. Performance parameters must be met. Safety is lthe primary consideration. The student must have reached a level of confidence and performance where there is a feeling of competence. Must share the responsibility and sense that the student is competent. There is a laundry list of both legal and safety requirements that must be met.

The day of possible solo is significant both to student and instructor. Psychological conditioning begins during the post flight discussions several flights before actual solo. The instructor must be thinking of visibility and wind limit conditions to be imposed. The parameters of acceptable conditions based primarily on safe/unsafe conditions needs to be clearly understood by the student. Unsafe solo conditions turns the planned dual/solo lesson into a dual only. The teaching accountability of the flight instructor is exceeded in this instance by no other field and equaled in only a few.

The pre-solo discussion is used to confirm that all required papers are if not completed. An oral review of the conditions requiring slow flight and the short approach should be included. The dual flight operations and duration are limited by agreement. The instructor expects that the student will complete at least three safe landings and a go-around in the first half-hour of dual closed traffic. If this is not accomplished then the remainder of the lesson will be to review or refine landing skills in dual. The reason for this is that extending the dual time beyond the half-hour is likely to create student fatigue that might jeopardize solo safety.

One way to judge the intellectual and emotional load of a student on any pre-solo flight is to see if he can handle the landing process while conversing about some unrelated subject just as he would in an automobile. It's nice to know that the student has some capacity left for emergencies when the instructor gets out.

The extent of the testing of FARs and aircraft knowledge will vary but must cover all required material in both extent and depth to assure competency. Airport and radio procedures should be covered for all anticipated solo situations. The words, "student pilot", now become part of the aircraft identification whenever the full aircraft identification is appropriate. i.e. "Cessna 6185K student pilot"

If all goes well, the student solo proceeds. The student is expected to make two touch and go's a full stop in solo flight. A go around does not count. The instructor will be in the tower to monitor the flight and advise ATC of the student's capability to handle an unexpected situation. On occasion, the instructor may authorize an extension of the solo flight.

First Solo
There are many self-induced stresses on the student prior to solo. The student begins to worry about it never happening, the cost, how others have done it sooner, and a thousand doubts. As a student your forget that the instructor wants you to solo, also. Flying as often as you can just prior to solo is a big help. Time spent getting appropriate dual is better use of time and money than scary solo.

A student can help his own situation by treating every pre-solo dual as though it were going to be a solo. Take responsibility for all communications and decisions. Make your own go-around decisions. By making your own decisions you will be able to show the instructor that you are ready to solo.

Before a student is endorsed for solo he must show both knowledge and compliance with FAR Part 91. He must have the required papers and endorsements of flight and ground training as required by FAR Part 61.87. Solo becomes possible only when the student is proficient. There is no time requirement nor should the student have misconceptions as to time producing proficiency.

Being proficient means that the student can fly the aircraft so as to stabilize climbs, level, and descents. He uses flaps and trim to secure optimum performance. While flying he is able to position the aircraft appropriately in the pattern and safely on the runway. He must understand and correctly respond to ATC communications. He can accommodate The proficient student has his priorities in order, i.e.; fly the plane, navigate, communicate. when in doubt, go around.

You and the instructor will know when you are ready for solo. On the 'day' you will fly three touch and go's or full stops (your option) and a go-around. If they go well the instructor will direct you to the base of the tower. The paper work will be completed. The instructor will go into the tower. You will proceed to the runway and make three touch and go's or full stop landings. Now taxi to the East ramp, it's over. Soloing is one of those once-in-a-lifetime experiences that you will always remember. It is a milestone but the best is yet to come.

First Solos
Hello Group, ras post
Finally realized my dream on Friday, July 13, 2001. I now know what all of the hoopla is about in connection with a first solo flight. I'm still feeling the effects and it's been a full 36 hours later. I'll try and keep the story brief. My lesson was scheduled for 7:00 PM EDT on Friday. Due to some adverse conditions, specifically some wind gusts, my CFI intentionally was taking his good old time getting around to me. Following a really good lesson on July 7, I kind of knew that he would let me go tonight if the conditions were right.

We started out with take-offs on 3 and landings on 36 (students don't use 36 for TO's due to obstructions). After 3 trips around the pattern, my CFI asked me how I felt and whether or not I was ready. I was nervous, but ready to go it alone.

I announced and then departed runway 3 at McVille for the first time on my own. The turn x-wind and then down were ok, announced while heading downwind, pulled carb heat and reduced power abeam. Everything was going pretty smooth at this point (except my heart rate), as I added flaps on base and turned final, I just kept the routine running through my head, nose down, keep it on the numbers, check speed, rollout and land "down" the runway. I received a lot of help in the "landing" discussions from this group on landing "down" the runway. As I pulled back full on the yoke, Cessna 757Hotel Victor settled, then bounced (one time) on the runway and
finally touched down for my first, and God willing many more, landings. Following a little critique from my CFI I proceeded to complete two more circuits and finished out the evening.
Thanks again for all of your help.
Rick McPherson 12.7 hrs, .4 hrs PIC C-152

Another First Solo
I've been lurking here a lot, and posting a little bit since just before I started flight training in August. Some of my favorite posts are the first solo and checkride tales, so I thought I'd post the story of my first solo today!

First, some factoids, since I know someone was at one time trying to collect some statistics. I'm 25, and took my first flight on 8/19/2001. I've flown about once a week since then, with the exception of September 11 TFRs. My instructor flew helicopters for the local police department for years until he retired - I'm not sure how many hours he's got SEL but its quite a few. He's not doing this to build time though. My logbook shows I had 13.8 hours dual when my instructor climbed out today.

I took my pre-solo test last Saturday, by the time we were done going over the test it was getting to dark to do any flying. Last Sunday we went up but it was pretty windy, not a strong crosswind but my instructor didn't feel comfortable letting me go on my own in it. I agreed with him. Although I was really excited and wanted to solo, I was also nervous about getting into a situation that was beyond my experience without my instructor there.

We were scheduled for yesterday, but he called about 40 minutes before our lesson to say that the wind was real bad again, and we should probably reschedule for today. I didn't have a problem with that, since I really did want to get the chance to solo. Today though was overcast and a little drizzly, we almost didn't get to go. We were scheduled at 2:00, at 1:30 Dan calls and says it is marginal VFR, we agree to wait an hour and see what it looks like. An hour later it is no better, and we agree to postpone till next week. I was pretty disappointed, but we can't help the weather and I really trust Dan's judgment.

At 3:45 Dan calls again, and says it's cleared up quite a bit, do I want to do a little flying? Do I?! Race to the airport, Dan's already got the preflight done, and we quickly taxi out, run-up and take off. The ceiling had improved even since I left the house, but still I wasn't quite prepared for how it would look from the air. I've been blessed with great weather so far in my instruction, only once have we had to cancel for a thunderstorm - other than that I've never seen anything but beautiful blue skies with visibility all the way to the horizon. This was completely different - they said 5 miles visibility, I guess I never knew how little 5 miles was.

I fly out of a little airport called Riverside in Wichita Kansas. Riverside is just on the northern edge of the inner Class C for mid-continent. Taking off to the south, as we usually do, we have turn as soon as we get enough altitude, or we have to call Approach. Today we make a real tight pattern so we can see incoming ILS traffic to ICT as soon as possible. We see lots of airline traffic early in the flight, though none of it gets too near us. Dan cautions me about staying out of wake-turbulence.

Flying only once a week as I do, it always takes one or two landings before I'm ahead of the airplane and keeping my speed in-line, and today is no different. After the seventh landing, Dan says to make this one a full stop. My heart starts racing: I know what's coming. "You think you can do one on your own?" he asks
.
"Yeah, I think so," I reply.

"I think so too," he says. He gets out of the plane, asks me to do just one landing to full stop since it will be getting dark soon. Then I'm on my own. I taxi back, turn around, and let it rip! Absolutely exhilarating! Maybe a little too exhilarating: a little wobble on take-off, not sure why - I think I just dipped the left aileron a little for some reason. After that though, completely smooth, no trouble at all. The little C150 sure climbs better without my big instructor in it, but other than that it seems just like all the other times. As I'm turning base it really begins to sink in what I'm doing - and I know I'm going to nail the landing even before I setup on final. It strikes me as strange and wonderful that I still know how to fly the plane. On final I have to adjust the power once, but that's all it takes. The wheels barely even make a sound as I slide in one of those beautiful greasers that I just live for now. Could not have asked for a more perfect first-solo landing.

I knew I loved flying, but now I want to get up there again more than ever! Can hardly wait till next week
Jeremy

Soloed
Today I joined the realm of "solo" flight.
It was beautiful. Rick and I (Rick = instructor) had discussed the idea of me going alone for roughly the last 4 lessons. But each time I backed off from the idea. Just smiling & shaking my head. After I declined the invitation for the 3rd straight time he casually informed me that the whole point of "instruction" was so that SOME day I wouldn't need him anymore. He then politely asked me to remove the grip I had on his throat and not to worry, that he wasn't getting out of the plane JUST yet. I went home and thought this over...and over...and over. I was landing without any assistance on his part. Hell! I'm doing EVERYTHING unassisted these days. Now, understand, I have botched a landing here and there and had no problem with making the decision to abort the landing and go around at the first sign of trouble...So WHAT am I so worried about?!?!?

(Me deciding to abort the landing was something Rick seemed pleased with, however I never could get past the fact that it was just one more landing I screwed up)

I believe now, that I had fabricated my own DEMONS. Unimaginable little monsters that were BENT on bringing untold grief if I were to attempt this alone. I now see this was all completely ridiculous, in hindsight of course. I had imagined transitioning to land...and just before my wheels touched the asphalt..a 4 billion mph gust of wind would come out of nowhere and your's truly would be just another NTSB/FAA accident report in some filing cabinet, marked simply, "FATAL".

(I'm thinking at the time, "gee I really need to get over that SOME DAY)

And then.... it's time to go to the airport again. I got up & checked the winds and saw that they were almost DEAD calm. (Good choice of words huh?) I called my Mom & informed her that she should meet me at the airport. (She had made me promise her that if I did the solo thing...she could be there to video tape it) I told her that today was the day.

I got to the airport early and had just finished the preflight when she showed up with my stepfather and my little bother and of course the family dog. Rick looked at the windsock and said, "let's go". So we both got in and away we went. After becoming airborne he said, "I want to see 3 touch & go's and I want to see them consistent & good".

First time around was pretty decent as far as my usual performance. An o.k. flare and more or less touched down on the centerline. Rick had no comment to make. Next time around Rick called for full flaps on final. I usually only go with 20 degrees of flaps on landing. I reached for the lever and when I looked back out the windshield, I realized why he was insisting. We were WAY TOO HIGH. I looked over at him & he just smiled. I pulled the power to idle and tried like hell to slip the plane so I could lose some altitude...but there was no way. So..Full power and pulled back on the yoke a tad and waited for a positive climb & reduced flaps. I shook my head and told him I was sorry.

You see, Rick sorta has this habit of "patting me on the back" and making everything better. In this instance he said, "No, no! That was ok...you saw the problem, and dealt with it..now try again". So we're going back around the pattern and this time I knew I had to nail this landing or he would NOT be getting out of the plane. Ironically, what frightened me the most..I now wanted so badly I could taste it. Coming in on final I had the airspeed perfect..I was right on the glideslope. Pulled power and waited for the flare..held the airplane off the ground, and then both wheels touched with a slight squeak...

Although my landing wasn't fantastic by any means, it was something that we could both walk away from & the plane could fly the next day. You know how the saying goes!! I was just about to push the throttle to the dash when he said, "No..pull the power..I am GETTING OUT!".

So I turned off the runway and come to a stop. Rick opened the door and said, "Now listen to me...I want 2 touch n go's & make the 3rd landing a full stop". Suddenly, without warning, the "demons" of days gone by, made their presence known once again. I could hear their razor sharp claws digging at the insides of the instrument panel.

One was clinging to my sock and yet another had perched himself on Rick's shoulder, staring at me with a grin SO insidious, so horrible, as to be something you would only expect to encounter in the most demented of horror movies. But this time the demons wouldn't win.

I decided once I became airborne I would just heave them one by one out the window of the plane. However, just to be on the safe side...."Rick, you're going to be here waiting for me? You got the
handheld radio with you?", I asked.

He smiled at me knowingly, and said, "Yes Johnny..I've got the radio, I'll be with you every step of the way".

With that he closed the door and I was left with just my thoughts, the pleasing rumble of the Cessna-152, and this little furry thing still desperately clinging to my sock!! I dialed up the weather on the radio and listened to "Robbie the robot" drone out the airport conditions. "Dickson Municipal Airport, automated weather observation, Winds calm, altimeter three-zero-zero-two". I then tuned the radio so that I could speak to Unicom. Keyed the mic and said with my most convincing 747 pilot voice I could manage, "Dickson traffic, this is Cessna niner 4 - three five three, we're gonna back-taxi for takeoff, runway three-five, Dickson"

I quickly glanced at my family who were still standing there staring at me through the view finder of each of their own video cameras and I noticed then that 3 more people had came wandering by to watch me. None of whom I recognized. Then a voice came over the radio that was familiar! It was the nice lady that owned the airport! "This is Dickson Unicom....Johnny! Good luck to you!!" Apparently when Rick went inside to grab the handheld radio it tipped her off as to what was happening. She was calling on the radio to wish me luck! That brought a smile to my face.

Anyways...So I pushed in a little throttle, and slowly rolled down to the end of the runway. Here I did my run-up, checked the instruments/gauges again…everything was in the green. Turned the plane around in a small circle, scanning the skies for any other traffic in the pattern. All clear. I am now at the far end of the runway...and there was only one thing left to do. I FLOORED IT! The airplane commenced it's roll with increasing speed...Let's hold the plane on the center of the runway...quick instrument scan before we commit to take off...oil pressure good, ammeter good, vacuum good...airspeed's alive, saying these things out loud to nobody in particular. GOooing faster...the runway is just a blur now, here comes 55 knots...pull back gently and....ROTATION! I was doing it! I was airborne and ALONE.

The ground left me in much quicker fashion than I was accustomed to. I was told it would climb better with only myself in the plane and they were right. After gaining a thousand feet or so of altitude and knowing I had cleared the trees at the far end of the runway.I called on the radio. "Dickson Unicom.. this is Cessna three-five-three, is Rick available?"

The same reassuring voice I have learned to look up to, replied simply, "Yeah Johnny, I'm still here".

Now, I didn't know it until that moment, but the demons are mind readers too! I was still gaining altitude when I watched with some disgust the little creature claw it's way up the front of the instrument panel and proceed to sit down on top of the dash. It KNEW what I was thinking, obviously. because the next thing it spoke to me really hit home! "Why are you talking to Rick??" it said, with obvious amusement in it's voice.  "He can't help you NOW!!!!"...and with that the fuzzy little creature embarked on a series of insane shrieks & fits of laughter that only a madman could truly appreciate. I did a quick scan of the gauges..."fuel ok, oil pressure ok, ammeter normal, engine temperature normal, airspeed ok". Hey!! I'm OK!!! I looked up from
the instrument panel and found the creature staring at me with a puzzled look on it's face, as if to say, "So what'cha gonn'a do now?". I raised one eyebrow and coyly asked, "Didn't I lose you back there on the runway doing 60?". And with that, as quickly as they had appeared, the demons were GONE!

Ok...now we have that taken care of...I look down.  I can see my family still there waiting for me. It seems there are a LOT more people than I had remembered before I took off. WHO ARE THEY?!? I hear a little
voice in my head..."Isn't there something else we should be doing right now?" Oh!! Right!! yeah-yeah...the
plane! O.K. Let's look for traffic...nope...I'm the only plane up here. All the gauges are in the green. I'm now
leveled off and flying parallel to the runway. Ever diligently scanning for traffic. I look down again and see the numbers on the runway pass me by. I marvel at how clear and crisp everything looks at such a great height...ok...it's time to land! I got myself up here, now I have to get myself down. I'm fully expecting to look out on the wing only to find another one of those damn creatures crawling towards me...but there was none to be found. I flew the next leg of the pattern and reached for the radio,

"Dickson Traffic...this is Cessna three-five-three, turning final for three-five, Dickson". The runway is getting bigger now...push in the next 10 degrees of flaps...airspeed at 60..let the plane descend...a little lower...here comes the runway...pull back on the stick...hold it off...and squeak! VERY smooth landing...now I got'ta do it all over again! I'm still moving down the runway at a pretty good pace...Up goes the flaps...full power...airspeed's rising...pull back...and we're flying again!

The next 2 trips around the airport were pretty much the same as the first. My landings seemed to deteriorate somewhat each time I had to do it. I believe it was because I became more and more exhausted as the flight progressed. However none of them were anything to be embarrassed about, that's for sure. After I turned off the runway I was hoping the nice lady that had wished me luck, was still around...I keyed the mike, "Dickson Unicom, Cessna 353 is down and clear of the active". I then keyed the mike once more, "Dickson Unicom, be advised your airplane is still in one piece and so am I".

After I had went through the shutdown for the airplane, I unplugged my headset and got out. I then became distinctly aware of what I had just done. I suddenly developed this grin so big that it could only be comparable to the proverbial cat that ate the canary. I turned to walk back towards the airport office and there was my instructor standing there waiting for me just like he promised he would. He had just as big a grin as I did. I believe a student pilot's first solo is a matter of pride for the instructor as much as it is for the student.

It is an occasion for the flight instructor to see his hard work (and sometimes frustration) pay off, right before his eyes. Rick shook my hand and said, "that was a VERY VERY good job". The grins we shared never left our faces. And there was my family. Surrounded by what seemed to be 20 people I had never seen before. I guess as each of them walked by, they in turn learned what I was doing and decided to stick around and watch the show.  Later on that night as I was driving home, the sun had long set behind the hills...I couldn't help but turn my head skywards. Remembering what it was like to be TRULY alone...UP THERE. And knowing with all heart, that I WILL RETURN.

Second Solo
The first solo is deceptive in that it overcomes much of the tension related to, "can I do it?" The next few lessons need to be tightly controlled since the confidence level is likely to exceed the competence level. Poor performance and attitudes require the instructor to be more demanding and critical in order to re-establish attention.

Ask questions that require explanation and insight into systems and procedures. Supervise the flight preliminaries and carefully review the requirements of the next few flights. Make it clear that all solo flights require instructor approval.

Once way of retrieving student attention is to introduce some advanced landing and takeoffs. Do this to establish a line for the student to see how much more there is to know. Review ground reference and send him out to practice. Make it so that each flight has a required series of maneuvers with PTS levels required.

Solo Instruction
When you fly solo you are self-instructing to prevent self-destructing. All at once you realize that in spite of all you have learned there is even more you don't know and need to know. Solo flight is truly an eye opener. Every flight is a new learning experience regardless of your pilot time.

Every flight begins by thinking about everything related to the flight. Get your priorities in order before going to the airport. Make the checks of yourself, weather, scheduling and instructor approval required. Think through the flight by looking over the airport guide, frequencies, checkpoints, what you will say when, course, altitude and alternatives. Think through similar former flights and think/plan to anticipate events before they happen. Relive previous mistakes so that they don't become habitual. Getting away with a mistake is a sure way to have it grow into a bad habit. Don't 'instruct' yourself into accepting poor performance. Get the training you are paying for, even when solo. Every solo flight is a checkride where you are the pilot, instructor, and examiner. Tape every flight and save the tape.

Every solo flight will have the good and the bad. You will know some and be deficient in part. While you may not know what you don't know, talk into the tape as you feel insecure, uncertain, or concerned. Play the tape back immediately after the flight and again ten years later. You will learn something new on each playback. Feel free to call your instructor regarding your flights. Cover everything, the good and the bad.

Developing a self-improvement-flying program as a solo student pilot should carry over as a practice into your flying career. Some pilots, once they have acquired a license and a few hours seem to quit learning. It almost as though they have taken a dose of medicine that prevents any further accumulation of knowledge and skill. Don't let it happen.

A new pilot today is entering a world where airplanes are safer, easier to fly, navigate themselves, and often proceed with the pilot only as a monitor of what is happening. It's a new world. If you are not careful you will find some vital habits atrophying such as looking out the window, knowing where you are, seeing traffic, and even flying the airplane. Watch out or the fun will be gone, too.

After Solo, What?
Unless you deliberately write out your standards you are apt to be willing to accept less than your best. Do not make too many solo flights as your own instructor without a phase check by the instructor. Bad habits are quick to arise and difficult to eliminate. Make a list of the skills you dislike, avoid, or feel insecure doing. Work on how smoothly you can make a transitions from one configuration or airspeed to another.

For one thing we will start working out fuel consumption figures for 85K. Top off tanks after landing. Up to now we have been burning fuel; now we will start managing fuel. As part of every flight we will fill the tanks up to the departure level and determine consumption. Then we will take to POH and compute fuel used for taxiing, runup, cruise, and descent. After doing this a couple of time we want to start estimating (not guessing) fuel burn for our flights and then comparing our estimate with actual. Make a fuel log for each flight with time for each power setting in every flight regime. Keep the fights in sequence and you will begin to see a pattern develop.

When solo you are the instructor who much pre-plan the elements that you expect to accomplish during your solo flights. Write out the lesson as you expect to fly it. Airspeed control, altitude parameters and heading variations are all a part of your program. Slow flight, stalls, steep turns, ground reference, radio procedures and all sorts of arrivals, landings and go-arounds are included. Locate emergency fields but don't practice emergencies. Spiral descents should be planned to come out over a particular point at 1000'.

When you get back to the airport study the area chart and the sectional. Try to find questions to ask the instructor. Every new issue has significant changes. Read at least one chapter of the POH. Do a weight and balance sequence by varying the passenger load so that less than full fuel will be required. The life of your newly acquired skills is limited by the frequency with which you provide reinforcement. How often you fly is more important than the duration. If you go through the entire regime of a dozen touch-and-goes will not provide the skill reinforcement of an inter-airport flight.

Every flight should be a skills-reinforcement and development flight. Before you get into the aircraft write out the tolerances you expect to meet. Select an altitude tolerance of + 20 feet, a heading variation of + 5 degrees, and + 5 knots of airspeed over ever increasing lengths of time. Try starting at two minutes in climbs, level and descents. Stick these parameters on an oversized print out on the panel. When you bust a parameter, start over.

Every skill of taxiing should be within one foot of a real or imaginary taxi line, Every stop should be + 10 degrees of selected heading and + 1 foot of a selected line. Takeoff should rotate to attitude that allows liftoff + 3 knots of recommended. Wind correction is applied immediately + 10 degrees margin for parallel runway. Runway check is made at 300 feet. Within 100 feet after takeoff aircraft is at Vy + 3 knots and trimmed hands off on heading + 5 degrees. Ball centered throughout.

Initial level off is anticipated and acquired within + 50 feet and corrected for hands off within one minute. Heading throughout level-off is + 5 degrees. For VOR tracking, fly a pre-selected heading and fly it + 0 tolerance long enough to resolve next required heading. Altitude + 20 feet.

Descents to pattern altitudes should begin early enough to allow retention of power at a reduced level. Base you selection of when to initiate your descent on time. The time will vary with your groundspeed so always figure in the effect of wind. Use the vertical speed indicator. (VSI).

Landings are performed with pattern altitude + 20 feet and all speeds past the numbers + 3 knots and correcting. Trim setting always for hands-off. All power changes are reductions, all yoke movements are back. Touch down is always in the first third of the runway or for accuracy +200 past a point selected abeam the numbers.

Solo CCR to Local Airport
The first post-solo flight will be to Napa. Before departure we will review all radio procedures and visual check points to be used in both directions. We will make a full stop landing at Napa and a taxi back. On departing Napa I will advise ATC that you will be coming back in about 30-minutes to do a repeat as a solo student pilot.

When we get back to CCR, we will taxi to the base of the tower and I will do the required paperwork and send you on your way. I will wait in the tower until your return to the East Ramp.

The process will be repeated to Livermore, Oakland and Rio Vista. At the end of this series you should have acquired knowledge of the area, its visual checkpoints, airports, and airport procedures sufficient to make you competent for repeated solo flights. The next training flight will be a cross-country.

My Flight
Departure Instruction:
Taxiing from tower to longest runway
Clearing approach before entering runway
Rotation/climb-out/heading/wind effect
Airspeed/turns/level-off
Pre-landing/traffic/radio
Expectations the instructor has of the student:
Reasonably smooth ground operations
Tower call up/TO per clearance
No compromises with safe operation at any time
Accurate airspeed control
Adjustment of pattern to conditions/traffic
Acknowledgment of radio calls
Safe controlled landings oriented to runway direction
Smooth/controlled go-around
Smooth/controlled clearing of runway
Ground control call up/taxiing per clearance
INSTRUCTORS APPROVAL OF ALL FLIGHTS

Written Tests on Essential Knowledge:

Pre-Solo Written  (2-copies)

Score 1 to 5 (fails)

1. The (altitudes) below are 'clouds'. Draw in the required clearances.

 

( 700' AGL) (1800' AGL) (5300' AGL) (12000'MSL)

 

 

2. How low a ceiling might it be possible to fly under to return to the airport? Draw route on area chart.

Write checkpoints on this paper.

 

What other options exist?

3. When weather is marginal for your flying, what makes your decision for you?? What are the legal

flight minimums for a student? How can they be changed?

 

4. What are some of your options when encountering weather beyond your capability?

 

5. What determines whether you can land at an airport as a student? What continuing endorsment is

required to maintain this right??

 

6. Where/when can't you fly as a pilot? Where/when can't you fly as a student pilot?

 

 

7. Locate each of the following airspaces where possible as indicated on an area chart

Class A, Class G, Class F, Class E.

 

8. Where are the second lowest airspaces of Class B airspace?

9. Where is the highest level of Class C airspace?

10. How is the radio/flight procedure for Class C different from that of Class B?

11. How is Class D chameleon like?

12. What to do with engine failure on takeoff? (Choose your own altitude and distance)

13. What to do with engine failure on final? (Choose your own altitude and distance.)

14. What to do with engine failure in the pattern? (Choose your own point in the pattern.)

15. What aspect of a touch-and-go is most likely forgotten?

16. After a takeoff with full flaps…then what?17. In what single circumstance are you obligated to land?

18. How is your response to a clearance different to an instruction?

19. When is it legal for any pilot to violate an FAR?

20. How is an electrical voltage irregularity indicated?

21. What is the back-up indication used to double check low oil-pressure? What do you do regardless?

22. Knowing the general rule for control position during taxi, how would you hold the yoke with a tailwind from the right. How with a headwind from the right?

23. When are brakes used while taxiing?

Why does the aircraft turn when not using brakes?

What outside factor makes taxiing difficult?

25. What is the meaning of the green arc?

What is the meaning of the white arc?

What is the meaning of the yellow arc?

What happens at the red arc?

26. Except for the C-150, how may a propeller most safely be moved?

27. What the slowest V-speed?

What V-speed is used in altitude emergencies?

For emergency descent?

For emergency time aloft?

In landing flare?

In obstacle climb?

In rate climb?

28. What instruments are vacuum operated? What is their back-up instrument?

29. What is the function of the left-side of the master switch? When might you want it off?

30. What is the function of the right-side of the master switch? When might you want it off?

At what point does the master switch stop affecting engine operation?

31. Why do we lean on the ground?

Why do we lean above 3000'

32. How do we know when to use carburetor heat?

33. How does the application of C.H. affect engine operation when ice exists?

34. Where are the operating limitations for the aircraft?

35. What is the unit of gravitational force? What is the easiest way to double your weight?

36. Why is the 30° bank the bank of choice?

37. How does the POH describe you aircraft's engine?

38. What do you know about the fuel of your aircraft?

39. What is the fuel capacity, rate of consumption, and time limit to FAR-minimums fuel?

40. What is the Instructor maximum flight time before refuelling?

FAR's Part 91 flight rules

FAR's Part 6l student pilot restrictions

Aircraft operations manual

Airport operational procedures

Airport runways and checkpoints

PIC responsibilities

Essential Knowledge

1. Fuel: Octane, useful, preflight, consumption, and time of flight to FAR required reserve.

2. Engine: Oil, power settings, leaning, runup, magnetos, shut down, and proper operations.

3. Speeds: Vx, Vy, Va, Vso, best glide, cruise, normal approach, short approach, and taxiing.

4. Systems: Electric, vacuum, static, control, trim, brake, lights, radios.

5. Instruments: Compass, HI, AI, VSI, altimeter, turn coordinator, airspeed indicator, engine gauges.

6. Maintenance: Log books, required inspections, ADs, papers.

Presolo Test of Student Pilot

Subsequent tests in other makes and types may be limited to differences in operations and systems. Instructor copy required by FAR.

Pre-solo Test of Student Pilot Instructor copy required by FAR
The Zero Tolerance Question:
What is the most significant change of 9/11 affecting your freedom of flying?

C-150/C-172 Operation

1._______ is the instructor determined safe flight time for a C-150 before being on the ground for fuel.

1a.___ ___ How is this different from the C-172?

2._______ is the minimum oil in a C-150 before adding oil.

2a.______ How is this different from the C-172?

3._______ of Cessna aircraft are prone to slip back.

3a.___ ___ How is this different from the C-172?

4._______ is what you say before starting the engine.

5.____ ____ is where you hold the yoke when the wind is behind you.

6._______ the wind when you run-up.

7._______ toward the final approach course of the runway before you taxi on to the runway for takeoff.

8.________________ if the tower uses the word "hold" prior to clearing you for takeoff.

9. ___________ is the reason the throttle is full in for takeoff and climbs.

10.____________The term for the direction at right angle to your takeoff direction.

11. ________ is the altitude to make your first turn on departure at CCR.

12. ________ is the altitude not to leave before you turn base at CCR.

13,_____________ _____ is used before any power reduction.

14.________ is the count to get 10 degrees of flap before checking flap indicator

15._____ _______ is the only solution if the approach is low

16.____ kts is used to get down from a high approach after full flaps and power is off.

17.___ ________ is the solution to any touchdown not to be made in the first one-third of the runway.

18.__ _____ are used for landing if there is a strong crosswind of 18 kts.

19. __ _____or 2500' is the required distance before tower frequency can be changed on departure at CCR.

20.________ must be obtained before making initial radio contact with any airport.

21.________ is the emergency radio frequency.

22.________ is the standard VFR transponder code.

23.________ is the emergency transponder code.

24.________ at _________is the assigned minimum altitude and airspeed for ground reference practice

.25.___ student flights are to be made without the knowledge and approval of the instructor.

26. _____________and ____ _______ are the required documents a student pilot must have in possession for any solo flight.

27. Every ______ ____ I must have my log book re-endorsed for solo flight.

28. My instructor has placed the following limits for local solo flight:

Ceiling of _____________

Visibility of _________ miles

Wind velocity of _______ _______

29. The aircraft to the _________has the right of way when aircraft are converging.

30. I should turn _________if approaching another aircraft head on.

31. An aircraft is at my altitude when it is on the ______________.

32.___ ______________ information is required by the pilot prior to a flight.

33.____________ aircraft always pass on the right. For this reason initial clearing turns are to the left.

34.________ ____ light from the tower means to move clear of runway.

35.___________ arc of the airspeed indicator should not be flown when in turbulence

.36.______ engine power, wing lift and propeller thrust is available when there is a high density altitude

.37._______ is the arc color on the airspeed indicator showing the flap operating range.

38._____ degrees is the maximum bank to be used in the pattern.

39.____________ is used to improve engine performance and reduce fuel consumption at altitude.

40._______ is the word normally omitted when giving distance

41.____________ is the first item on an emergency checklist.

42._____________ wind directions are given by the ATIS to conform with runway headings and numbers.

43.__________ indicates that a runway is closed to all but emergencies.

44.________ give an aircraft an increased angle of descent and improve landing accuracy.

45._________ is used to keep the tail behind the nose of the aircraft.

46.____________ effect causes control effects to be greatly exaggerated when landing.

47._____________ airspeed makes it easier to determine if high or low on approach.

48._________ is your first radio word in an emergency.

49. _________ ___________ can cause hard landings on hot days.

50.__ _______ is the reason an aircraft turns to the left when in a climb.

51._____ is a beacon activated when an airplane crashes.

52._____________ is always used to check accuracy of heading indicator.

53.________ is responsible for safe operation of an aircraft.

54.___to__ is the mixture ratio of air and fuel that gives best engine operation.

55._______ is the nation wide frequency for Flight Watch.

56. _______ is the altitude AGL that an airplane can proceed in any direction without regard to the hemispheric rule..

BRIEFLY EXPLAIN:

1. Solo flight __________________________________________________________

__________________________________________________________________________

__________________________________________________________________________

2. Run-up

__________________________________________________________________________

___________________________________________________________________________

3.Dutch Roll (why?)

________________________________________________________________________

________________________________________________________________________

4. See and be seen

________________________________________________________________________

____________________________________________________________________________

5. Slip

________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

6. Go around ________________________________________________________________________

____________________________________________________________________________

7. Short approach

____________________________________________________________________________

____________________________________________________________________________

8. Stalls

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

________________________________________________________________________

9. Airport Class D Airspace

________________________________________________________________________

________________________________________________________________________

10. Uncontrolled airport

____________________________________________________________________________

____________________________________________________________________________

________________________________________________________________________

11. Pilot in command

____________________________________________________________________________

____________________________________________________________________________

________________________________________________________________________

12. Visual reference to ground

_________________________________________________________________________

________________________________________________________________________

13. Night

___________________________________________________________________________

___________________________________________________________________________

________________________________________________________________________

14. Logbook endorsement ____________________________________________________________________________

____________________________________________________________________________

________________________________________________________________________

15. Visual Flight Rules

___________________________________________________________________________

__________________________________________________________________________

16. ATC light signals

____________________________________________________________________________

__________________________________________________________________________

17. Right-of-way rules

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

18. Traffic pattern

____________________________________________________________________________

____________________________________________________________________________

__________________________________________________________________________

__________________________________________________________________________

19. Noise abatement procedures

____________________________________________________________________________

____________________________________________________________________________

__________________________________________________________________________

20. Wake Turbulence

____________________________________________________________________________

____________________________________________________________________________

__________________________________________________________________________

21. Transponder

____________________________________________________________________________

____________________________________________________________________________

22. VASI

____________________________________________________________________________

_________________________________________________________________________

23. Clearance

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

24. VFR fuel requirement

____________________________________________________________________________

____________________________________________________________________________

25. Basic VFR weather minimums

____________________________________________________________________________

____________________________________________________________________________

________________________________________________________________________

26. If there is an aircraft on base while you are flying downwind how do you determine when to turn your base?________________________________________________________________________

________________________________________________________________________

27. Describe your flight procedure if you are in the pattern and are told that you are number 3 to land.

________________________________________________________________________

________________________________________________________________________

28. Describe your landing procedure around a left pattern until clearing the runway if you have a 17 kt right cross wind.

_____________________________________________________________________

________________________________________________________________________

________________________________________________________________________

You are at 3000' and for some reason your engine fails. Go through the steps of an emergency procedure.________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

30. Explain in your own words what you believe the limitations on a student pilot to be.

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

31. Explain the need and application of carburetor heat. ___________________________________________________________________

________________________________________________________________________

________________________________________________________________________

Part 91 General Operating and Flight Rules

32. What are minimum safe altitudes: General? 91.119

33. What are VFR fuel requirements? 91.151

34. What is the generalization that applies to flying regarding use of alcohol or drugs? 91.17

35. What are the solo flight requirements for a student pilot? 61.87 a., b., c., d., m.

36. Has your instruction met these requirements? 61.87 a through m.

37. If not; why not?

38. Does your logbook have the required endorsements? 61.87 m.

39. If not; why not?

40. Under what conditions might a student pilot fly into Class B airspace in Hawaii but NOT into the San Francisco's Class B? 61.95

41. What papers are a student pilot required to have with him while perating an aircraft?

42. When can a student fly between airports? 61.87 k. and 61.95 b. 1. 2. 3.

43. What is the 90 day student endorsement requirement? 61.95 b. 2.

44. How are the radios of the C-172 different from that of the C-150?

45, How does the Power/trim/flap operation of the C-172 differ from the C-150?

46. What are Safety Belt requirements applicable to Student Pilots? 91.107

47. What does the FAA consider to be careless or reckless flying?

48. Over populated areas I must fly with what clearances and altitudes?

49. Below 10,000 feet what are the required cloud clearances and visibility?

50. Where must aircraft fly in passing in vicinity of other aircraft at the same altitude?

51. What endorsements are required before I can fly solo?

Why Black Ink in Your Logbook
Ok I have the definitive reason why all this started.

The REASON blue ink was banished from official records begins a long time ago. When Xerography became possible, back in the day, it was a Godsend for offices. Official documents could be copied en masse and quickly. All these documents could then be sent off to other offices where they could be copied and sent to other offices. (This was an early form of email : ) No more onion paper or carbon paper!

However, a problem with the technology made it possible that only black ink or pencil could be copied very legibly. We are talking about the '50s here I think. Computers were not a common piece of equipment. The US Government, at the time, was the largest owner of computers in the world. The US Government also happened to be the largest customer of Xerox. There were still lots and lots of balance sheets and ledgers back then. These biggest user of copiers were the poor souls stooped over these balance sheets. They used only two colors of ink/pencil red and black. Xerox had to make sure that red and black were visible if they were going to sell copiers. They eventually perfected it and the edict was born..."Black ink shall be used on all official documents except as directed." This basically meant that unless you were entering a debit into a ledger, or proofreading a document for errors you could use nothing other than a #2 pencil and black ink in many institutions. So, in a nutshell, if you signed an official document in blue ink the signature wouldn't be copied.

Like most rules nobody can the origins are lost in time. Here is how I imagine this came about. Peter the Xerox installer shows up at the office with a brand new Xerox machine. He plugs it in and loads it up and conducts training to show everyone how this new fangled gizmo works. Please remember, there wasn't one in every office back then. If you were lucky there was one in your building run by the same guy who delivered your mail. After training Peter tells them "Oh yeah, black and red are the only colors that show up well." So Bob the copier guy puts a sign up outside the copy room. "Only use black or red ink" Invariably Tom the manager from upstairs sends down a bunch of documents for copying that have blue ink on them. The blue doesn't come through so he stomps downstairs to straighten out Bob the copier guy. Bob points to the sign, but this doesn't placate Tom. So Bob performs a demonstration and Tom is convinced. Later that day Tom issues a memo "Black ink shall be used on all official documents except as directed". Tom kills two birds with one stone. First he makes sure there is continuity in the look of documents and he only has to buy black pens now. Both of these are an "X" in the win column for Tom.

Now multiply this scenario hundreds of times over years and years and you see where we end up. A young wet behind the ears recruit shows up for flight training in the military. He is issued one, and only one, official writing utensil. It is a Skillcraft ball point pen. It is black. It has a Milspec. It is not blue. The ONLY other writing utensil allowed is a #2 pencil that he is issued when a test is given but which must be returned. Every single document he touches states "Use only black ink" Woe unto the recruit who signs something with a blue Paper Mate pen. Don't get caught with the Cross pen and pencil set you received for graduation.

Fast forward many years and this same former military aviator is teaching your instructor to fly and warns him, "Don't ever write with blue ink on your log." "Why?" the student asks. Now, it would sound silly for him to say "Because if you do SGT. Lear will make you do 200 pushups and clean the heads for a month." So it's easier to just say "Because, you aren't supposed to." And on goes the myth to a new generation.

As an even more irrelevant footnote to this. It wasn't just blue ink. Most shades of yellow, green, lighter shades of red all posed frustrating problems for developers of this technology. At one point Xerox worked with ink manufacturers to come up with common shades for each of these colors. This technique had limited success. The technology to copy blue pen ink didn't get perfected until the early to mid 1980's. Digital processsing techniques now make it possible to copy virtually any visible color.
Gil Brice

Aside
Recently had occasion to sign some legal papers. When I started to sign with a black pen, the attorney said that I should sign the original copy with his blue pen since it could then be distinguished from copies. He apparently is unfamiliar with color copiers.?

Student Endorsements (Instructor)
Being able to take any flight test, solo or otherwise requires that the paperwork be correct. The paperwork is the only legal proof that the required instruction, time, and distances have been complied with. An instructor must log all ground and flight instruction given and the student must log all training flight and experiences. Refer to FAR 61.57. A computerized logbook must be supplemented by a book that contains all required instructor endorsements. A duplicate set of endorsements is a good safety check.

A logbook must contain specific elements of fact associated with every endorsement. Date, type and identification of aircraft or simulator, dual or solo, conditions of flight, type of flight time, flight and ground instructional time, the departure location and any specific arrivals. Specifics of any instruction should be included. Solo time is PIC time. Endorsements must be legible, describe instruction given, length of lesson, instructors signature, certificate numbers and expiration date.

When describing maneuvers it is best to use selected words from the FARs when possible. Describe stalls and maneuvers as appropriate. Every maneuver must include a conclusion as to altitude, heading or recovery. Emergencies should be described completely and any avoidance procedures described. The best liability insurance an instructor can have is completely accurate logbook endorsements.

NAFI recommends the following remarks and endorsements be completed at appropriate times:

In addition to the above, the student logbook must be endorsed (Per AC 61-65C appendix 1 )

General Requirements for each Solo Flight Endorsement 
--Verified identification and qualification of instructor.
--Verified identification and eligibility of student.
--Student certificate and medical number.
--Is student recreational or private candidate?
--Ground instruction in applicable FARs.
--Flight instruction in applicable FARs.
--Instruction and tests in make and model.
--Any required prior endorsements verified.
--Statement of competency and safety.
--Required 90 day date limits.
--Specific instructor restrictions or limitations.

Requirements for ground instruction
seem to be as follows:
--Verified identification and qualification of instructor.
--Verified identification of student.
--Is student recreational or private candidate?
--Ground instruction in applicable FARs.

13 Areas of Required Ground Instruction for Private Pilots
NOTE; The general requirements for ground instruction seem to be as follows:

Verified identification and qualification of instructor.
Verified identification of student.
Is student recreational or private candidate?
Ground instruction in applicable FARs.
Aeronautical Knowledge FAR 61.105(b)
Year 1999
Date and Time of ground instruction in
Private Pilot Privileges and Limitations
Flight Operations
NTSB accident reporting requirements
Use of AIM and FAA- Acs
Navigational use of aeronautical charts
Pilotage and DR
Electronic navigation
Radio use and procedures
Critical weather situations
On the ground and while flying
Windshear avoidance
Getting and using aviation weather information
Safe and efficient operation of aircraft
Collision avoidance
Wake turbulence avoidance
How density altitude affects performance
Figuring Weight and Balance
Principles of Aerodynamics
Engine
Systems
Stall awareness; Spin entry, development and recovery
Decision making and judgment
Preflight
Getting runway information
Aircraft takeoff and landing data
Weather reports and forecasts
Fuel requirements
Alternative plans

 Remarks and Endorsements
(Student Pre-solo Aeronautical Knowledge)

I have administered and (student's name) has satisfactorily completed a pre-solo knowledge test demonstrating knowledge of those areas required by 61.87 (b)(1)(i)(ii)(iii) and I have reviewed with him all incorrect answers. This knowledge test included flight characteristics and operational limitations for a (aircraft) at (airport)

Date-signature (Printed name) Certificate number and expiration

(Student Solo cross country flights --in addition to student pilot certificate endorsement)

I have given (student) the flight training required by FAR 61.93 (e)(f)(g((h)(I)(j) or (k) as appropriate in a (aircraft). He has demonstrated satisfactory proficiency in the maneuvers and procedures listed in FAR 61.93 (e)(f)(g)(h)(i)(j) or (k) (as appropriate) and may operate a (aircraft)on solo on day cross country flights.

Date-signature (Printed name) Certificate number and expiration

Private Pilot applicant Practical Test Prerequisites)

I certify that (name) has received training time required within the preceding 60 days in preparation for the private pilot ASEL practical test and find him prepared for that test. He has demonstrated satisfactory knowledge of the subject areas found deficient on the private pilot aeronautical knowledge test.

Date-signature (Printed name) Certificate number and expiration

FAR 61.51 (b)(2)(iv) requires all pilots to log all ground instruction they receive, which means endorsements must include all ground instruction given.

Logbook Specifics
AC 61-65C and FAR 61.51 are basis for all endorsements for each flight or lesson giving date, total times, departure, route, aircraft type/N-number and type of pilot experience. All endorsements must be legible with the certificate number and signature. Instructors must keep their own logs of such instruction. (FAR 61.l89) Cautionary wording of entries should use terms as power plant operation, avoidance of …, entries and recoveries from…
FAR 61.51 (b)(2)(iv) specified items of ground instruction, pre-flight considerations (FAR 61.105 (b)(12), pre-solo tests, wind shear avoidance, aeronautical decision making, judgment, and alternative plans for every flight.
Do not evaluate student performance. Do not falsify an entry (FAR 61.59)
Ground or simulator info is required as of 1997 with a distinction between flight training and flight in an aircraft
Ground training is training other than flight training
Training time is combined flight, ground, and simulator time. This must describe instruction and lesson length.

1. FAR 61.87(b) pre-solo aeronautical knowledge
(name) has satisfactorily completed a presolo written examination demonstrating knowledge of the portions of FAR Parts 61 and 91 applicable to student pilots, and the flight characteristics and operational limitations for a (make and model) aircraft.
Different Make and Model (Sign Certificate and logbook)
I certify that ____#_____ meets the requirements of FAR action 61.87 (m) 1 through 3 and is competent to conduct solo flight in a ___________
REQUIRES WRITTEN TEST AND RESULTS ENTRY IN STUDENT LOGBOOK.

2. FAR 61.87(c) pre-solo flight training
"I have given (name) the flight instruction required by FAR 61.87(c) in a (make and model). He has demonstrated proficiency in the applicable maneuvers and procedures listed in FAR Part 61.87(d), and 61.87(e) and is competent to make safe solo flights in a (make and model) airplane.

3. FAR 61.87(m) 90 day solo along with license
I have given (name) the instruction required by FAR 61.87(M). He as met the requirements of FAR 61.87(m) and is competent to make safe solo flights in a (make and model) aircraft.
Any instructor making this endorsement must
1. Have given student instruction in make and model
2. Found student to meet requirements of FAR 61.87(d) through (e)
3. Found student competent to make a safe solo flight

4. FAR 61.93(b) Solo landings and takeoffs within 25 miles.
I have flown with (name) and find him competent and proficient to practice landings and takeoffs at the (name) airport. Landings and takeoffs at (name) are authorized subject to the following conditions.
(visibility, winds, duration) Contingent on 90 day solo endorsement.

5. FAR 61.(d)(2)(i) each solo cross-country
I have reviewed the preflight planning and preparations of (name) and attest that he is prepared to make the solo flight safely under the known circumstances for (location) to destination via (route) with landings at (airports) in a (make and model) aircraft on (date) Contingent on 90 day solo endorsement.

61.93 Cross-country student pilot requirements:
The student must have received and have logged instruction in: Requirements of 61.87(c)(e)(c)
(1)(i) Charts, dead reckoning, pilotage, compass
(ii) Aircraft performance, all aspects of weather
(iii) Emergencies, adverse weather, off-airport options
(iv) Arrivals, departures, patterns, collision avoidance, and wake turbulence factors
(v) Terrain as affecting flight operations
(vi) System operations in aircraft
(2)(i) Short and soft field takeoff/landings and crosswind procedures
(ii) Best rate and angle takeoff
(iii) Four basics in instrument flight and
use of radio and radar.
(iv) Radio procedures
(v) Night flying procedures

Instructor Name and #______________________________

Student Name and # ______________________________

(append to logbook)

Student Pilot Endorsements (Instructor)
1. FAR 61.87(b) pre-solo aeronautical knowledge

(name) has satisfactorily completed a presolo written examination demonstrating knowledge of the portions of FAR Parts 61 and 91 applicable to student pilots, and the flight characteristics and operational limitations for a (make and model) aircraft.

Different Make and Model (Sign Certificate and logbook)

I certify that ____#_____ meets the requirements of FAR action 61.87 (m) 1 through 3 and is competent to conduct solo flight in a ___________

REQUIRES WRITTEN TEST AND RESULTS ENTRY IN STUDENT LOGBOOK.

2. FAR 61.87(c) pre-solo flight training

"I have given (name) the flight instruction required by FAR 61.87(c) in a (make and model). He has demonstrated proficiency in the applicable maneuvers and procedures listed in FAR Part 61.87(d), and 61.87(e) and is competent to make safe solo flights in a (make and model) airplane.

3. FAR 61.87(m) 90 day solo along with license

I have given (name) the instruction required by FAR 61.87(M). He as met the requirements of FAR 61.87(m) and is competent to make safe solo flights in a (make and model) aircraft.

Any instructor making this endorsement must

1. Have given student instruction in make and model

2. Found student to meet requirements of FAR 61.87(d) through (e)

3. Found student competent to make a safe solo flight

4. FAR 61.93(b) Solo landings and takeoffs within 25 miles.

I have flown with (name) and find him competent and proficient to practice landings and takeoffs at the (name) airport. Landings and takeoffs at (name) are authorized subject to the following conditions.

(visibility, winds, duration) Contingent on 90 day solo endorsement.

5. FAR 61.(d)(2)(i) each solo cross-country

I have reviewed the preflight planning and preparations of (name) and attest that he is prepared to make the solo flight safely under the known circumstances for (location) to destination via (route) with landings at (airports) in a (make and model) aircraft on (date) Contingent on 90 day solo endorsement.

61.93 Cross-country student pilot requirements:
--
The student must have received and have logged instruction in: Requirements of 61.87(c)(e)(c)
--(1)(i) Charts, dead reckoning, pilotage, compass
  --(ii) Aircraft performance, all aspects of weather
  --(iii) Emergencies, adverse weather, off-airport options
  --(iv) Arrivals, departures, patterns, collision avoidance, and wake turbulence factors
  --(v) Terrain as affecting flight operations
  --(vi) System operations in aircraft

(2)(i) Short and soft field takeoff/landings and crosswind procedures
  --(ii) Best rate and angle takeoff
  --(iii) Four basics in instrument flight and use of radio and radar.
  --(iv) Radio procedures
  --(v) Night flying procedures

Private Pilot Requirements
--40 hours of flight time
--20 hours of dual (at least) to include
--5 hours of cross country
--3 hours of night, including 
  --One cross-country of over 100 NM.
  --10 takeoffs and ten landings.
  --3 hours of instrument flight training
  --3 hours in preparation for the practical test (60 day limit)
  --10 hours of solo, including
  --3 hours of solo cross-country
  --One x-country flight of at least 150 NM. with three stops and one segment of at least 50 NM between points.
  --Three takeoffs and three landings at controlled airport.

6. FAR 61.93(d)(2)(ii) cross-countries not over 50 miles.

I have given (name) flight instruction in both direction over the route between (airport) and (airport), including takeoffs and landings at the airports to be used, and find him competent to conduct repeated solo flight over that route, subject to the following conditions...Contingent on 90 day solo endorsement. FAR 61.93 has a 25-nm limit to keep students close until training meets FAR 91.93

Every cross-country flight must have a straight-line distance of at least 50 nautical miles from the original departure point.

Other Endorsements (Instructor)
FAR 61.31(e) High performance airplanes (over 200 hp)
I certify that I have given flight instruction in a high performance airplane to (name) holder of pilot certificate (number) and consider him competent to act a PIC in high performance airplanes.
FAR 61.31 Complex aircraft (retractable gear and controllable pitch propeller.
I Certify that I have given flight instruction in a complex aircraft to (name) holder of pilot certificate (number) and consider him competent to act as PIC in a complex aircraft.

FAR 61.39(a)(5) Completion of prerequisites for a practical test
I have given (name), flight instruction in preparation for a (type test) within the preceding 60 days and find him competent to pass the test and to have satisfactory knowledge of the subject areas in which the applicant was shown to be deficient by his airman written test.

FAR 61.47 Re-testing within 30 days after first failure
I have given (name) additional (type) instruction and find him competent to pass the (type) test.

Spin Knowledge
FAR 61,105 (6)
I have given _________#____ the flight training and ground instruction in stall awareness, spin entry, spins and spin recovery techniques as required by FAR 61.105 (6) and find him competent in this area. (See SPINS)
Actual spin not required but recommended.

Spin awareness
I certify that I have given _____holder of pilot certificate # ________ ground and flight instruction in stall awareness, spin entry, spins and spin recovery technique and find that he/she meets the knowledge requirements required under FAR 61....see above. Signed...

Flight Proficiency requirements of FAR 61.107(b)
As applies to ASEL rating:
Preflight preparation
Preflight procedures
Airport base operations
Takeoffs, landing and go-around
Performance maneuvers
Ground reference maneuvers
Navigation
Slow flight and stalls
Basic instrument maneuvers
Emergency operations
Night operations (not 61.110)
Post flight procedures

Local Conditions3
I wrote this little proggy to get the local conditions at my airport quickly. I thought some you might be interested in checking it out. It's a little rough but I thought if you guys are game, it would benice to have some feedback. It's free. No commercial aspirations....
http://www.unconventional-wisdom.org/Software/MetarMonkey.asp
Jim

Things to Worry About (2006)
--Pilots who learn to fly earlier in life fly with less risk later in life.
--Lack of adaptability increases with age.
--A pilot who can’t perform well on a flight test is unlikely to do well otherwise when under stress.
--Pilots with a history of accident/incident events is more likely to have a weather accident.
--Having electronic awareness of weather conditions may not positively influence pilot decisions.
--Ground proximity knowledge is of no value until you need it more than anything else.
--Not all traffic is shown electronically so be both vigilant and lucky.
--Examiners have observed a decrease in stick and rudder skills since the advent of the electronic cockpit.
--The pilot who accepts ‘close enough’ in any performance parameter has given up high standards.
--Where a pilot’s perfection is not possible, 5 degrees and 20 feet deviation is not acceptable either
--Demand timely and smooth corrections to modify imperfections detected sooner rather than later.
--Just enough fuel is never enough.
--The wise pilot learns many things from other pilots and ATC specialists they dislike.
--Don’t let others stop you from doing what you know is safe.
--Flying is not a place to take a chance at something new in hopes for a big payoff.

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