Top 5 Private Pilot Stumper Questions FAA Checkride

Upcoming as in next month 😬

I recommend not calling it a "crash course" :)
Thank you for the great insights.

So how do you know? If elt battery has been replaced or half battery?

That ELT in JFK Jr. Saratoga didn't do him any good as it took two days by the US Coastguard to search half the Ocean to find his Plane on short Final.
A private Pilot Oral exam is just a way to cop another fee from you as anyone can fail an oral exam. No problem find a weak area and slam them.....

I think you have to change the ELT battery every 24 calender months.I really should know this because I'm a private pilot and A&P mechanic but it's been awhile.I think you can land on a displaced threshold if it's really long,has many arrows.I think there designed for runways that have high obstacles close to the pavement edge.

Thank You!!

Tattoo apple for common book handling... tims tat service advertised

5 minutes to answer to explain one question i surly won't pass how we suppose to explain the answer so much info in one question .if i do that course ill fail on the spot

From my Airframe Technician Training I remember that aquaplaning speed is related to tyre pressure. 1 psi equals 1 mph. So if your tyres are 50 psi you can only aquaplane above 50 mph. So low pressure Tunda tyres will have problems at lower speeds. Most airlines have tyre pressures in the order of 300 psi so should never have problems. I don't know how accurate that is.

I have flown 4 different PA-28-161 weekly since December, and never has the RPM (2300) indicated the value I find in the TCDS (2330-2430). The operator’s normal takeoff checklist indicates >2300 RPM. How does this reconcile with your recommendation?

That static RPM information is just that; static. That means the RPM range that you should see at full throttle, when the airplane is static, or not moving. Once you start your takeoff roll, it no longer applies.

Is tammy single ❤️

So, What was the right answer to the cumulative 60 minute question? I get that there is no way to know how much cumulative use the battery has unless you are the only pilot who touches the thing, and you literally stopwatch it's use, (I would assume, and hope this is from testing,), but how do you determine based on battery usage when it's time to replace that battery.

Regarding ELT battery 60 minute limit for cumulative use, if your ELT is switched on for any reason, its usage time should be logged. Obviously the annual ELT check involves switching it on for just a few seconds and the 50 percent useful life (shelf life) of the battery will be reached long before the annual checks add up to 60 minutes of cumulative use, so probably no one will bother to record those few seconds each time. However, ELTs occasionally are activated by accident. The time the ELT is transmitting before that's discovered and the ELT is reset should be recorded, I presume in the maintenance logbook although that's not been specified anyplace that I've seen.
I personally know of two accidental ELT activations. First was my Cessna 172's ELT, I got a call one day from the local tower saying it had gone off and please come take care of it. The plane had been parked for days prior and hadn’t moved, but it turned out the ELT spontaneously went off all by itself, and that particular ELT model had a known internal circuitry problem that rarely could cause it to happen. The ELT had been transmitting for well over an hour by the time I was called and made it out to the airport to shut it off, so that battery (and the defective ELT) had to be replaced. The manufacturer sent me a new ELT replacement that had a circuitry fix to prevent future problems.
Second one was a King Air C90B with a ELT test/activate switch on the cockpit sidewall beside the pilot's seat. A pilot bumped the switch as he was getting out of the seat and activated the ELT without realizing it when he was getting out after a flight. By the time someone figured out which airplane's ELT it was that was going off and they called us to take care of it, it had been going off for well over an hour. We grounded the plane until our maintenance people could change the battery.

if you have enough room to takeoff, you have enough room to land. PPL light aircraft don't need more to than than they need to takeoff. a useless question.

your typical PPL is going to have NO clue about the type certificate RPM info whatsoever. Me, I'd teach them to use what IS accessible to them, the POH, and refer to the RPM data for different altitudes, and if it isn't near full power for their altitude. Not all airplanes have standard engines or propellers. I trained in Cessna 150s with 150hp STC, climb props, wing fences, wingtips, gap seals, extra fuel tanks, etc, at High DA. Good luck finding useful data on that. This is a trick question if you expect them to know about and find the type certificate data info.

excellent....safety safety and safety based on solid wisdom

I think you were a pilot at the regionals

I scheduled my PPL check-ride for the 24th of this month, I'm nervous but super excited!

I really want to watch these videos, but I can’t stand her voice. Nothing against her just annoys me. Wish he did more videos alone :( I really like his teaching

I'm wondering if there was ever a person that went to flight school and never passed

I was a Signal Officer in the Army plus have commercial instrument single engine land.I got them all correct.

Very informative study material 🤙🏽

This is what feminists call “mansplaning” lol what a joke

If hydroplaning conditions exist, 1) don’t attempt to “grease on” the landing and 2) as a rule of thumb, add an additional 50% to your required landing distance. 3) Be familiar with the tire pressure of your aircraft because hydroplaning speed of the tire is approximately 9 times the square root of the tire pressure.

thank youuuuuu

He didn’t answer the last question. You check the log books

Thank you very much!

Lol 😂 ELT so funny looks like me you are the best bro 😎

These are not very good questions.

Stephanie and me ...

He never answered the last question..
How do you know if an ELT has been in use longer than an hour? Answer: Check the log book. When the ELT is tested, the length of time it was testing should be logged. Add up all the test times and you have the total run time.

Manifold pressure is what you need to takeoff, not RPM (its always full throttle on takeoff roll). Sectionals do not tell you how much room you NEED to land, that's also in the POH (see Density Altitude Tables). NO. Do not land at any less speed than the POH calls for...there is plenty of runway for GA planes. ELT battery questions are easy. How about getting a question on how often the prop has to be serviced. Btw. you can tell the last time the ELT was serviced by looking at the maint. logbooks. In fact, if you do not offer that as an answer, you will flunk.

For ELT inspection/replacement I teach my students this: "All you need to know is 121.5". 12 Calendar months for the inspection, 1 hour cumulative use (each time it's tested, it should be documented in the Mx logs or airplane log) and .5 (half of it's battery life).

Also, the part of not letting go of the Mic, I hear that all the time. My favorite was while doing touch and goes with a student and somebody was having their first solo. KAPA is VERY busy and he read back his takeoff clearance then you heard "ok, gauges are green, good RPM, airspeed is alive....ok, back on centerline....uggghhhh 55 slight back pressure....oh my gosh I'm up...YES!!".

Just wanted to thank you guys for this video, particularly the question about the engine’s static rpm. I went to the FAA site and downloaded the TCDS for the 172N (the plane I’m training in), and now I have that info. In addition, by going to the FAA site to get this data sheet, it has reiterated for me that the FAA aircraft specifications are from the TCDS and not the POH. Because of this knowledge, I scored 100% on my written over a week ago. I may have otherwise chosen the POH as the answer. Thanks again!!😀

Good stuff .....

You two are great- Thank you.

I think your first answer is misleading and not answering the question. If you take off and are rolling then it’s not a static run up. Static would be with the brakes on and at full power. Also you won’t see the minimum static RPM while at a density altitude.

It is a great video. I never heard "carrier only" in my training. Right now I know, thank you.

Tighten your aileron when it’s loosend... :-)

Ah, yep, got to be sure to denounce bad practices anytime the subject comes up, in case somebody from the FAA happens to watch.

Good video. I would recommend not “over” answer a question, answer the specific question and nothing else. If you starting over explaining things it could open the door to more questioning and maybe find an area your not strong in, a technique we call “digging your own grave”.

Even better then recovering from hydroplaning is not hydroplaning at all.
When the runway is contaminated, do a short field landing, where you put her down a bit harder then usual to break through the waters boundary layer.

I thought the term "Tarmac" was a no-no in the aviation community 😂

Q. Hydroplaning: Answer was too long. You don't want to "raise the nose," you want to apply enough aft elevator to increase aerodynamic braking. However, this only works when the airspeed is well below flying speed. Using a short field technique with the minimum landing speed is key to reducing hydroplaning events. If the short field speed is 55, don't land at 70.