Commercial checkride coming up in the next couple of weeks - stump the chump
Posted by imlooking4agirl@reddit | flying | View on Reddit | 32 comments
Went through the search function on the sub and went through most of the ones I could find already. I’d say my biggest areas of concern are on inop equipment and human factors. Open to questions on everything though!
FL060@reddit
You approach an airport at night. Turning a long final, you see a flashing white light.
What does that mean?
Double-Reflection838@reddit
Airport beacon? Airplane in front of you?
FL060@reddit
I'll accept an aircraft strobe, what else?
(There's not supposed to be one singular answer, it's testing depth of knowledge)
Double-Reflection838@reddit
Runway marking lights. ATC light gun telling someone to taxi back to where they came from. Starlink. LOL
FL060@reddit
This is a serious question that I had on my commercial ride. I would appreciate you taking it seriously as well.
Be specific, what runway marking lights?
You wouldn't necessarily see a light gun being directed at an aircraft on the ground if you're in the air.
StronkPilot@reddit
Here are 5 for ya!
A client wants you to deliver a package for them at night at a destination 100 NM away. It’s their plane. You do not possess an instrument rating. Can you do this?
Maneuvering speed is the maximum speed at which you can safely execute (answer) without overdressing the airplane.
You noticed some bald spots on your tires before flying. Can you fly?
What document must be readily viewable by passengers?
Why does a CG forward aircraft have better stall recovery?
imlooking4agirl@reddit (OP)
No you may not, 61.133 b(1)
A full deflection of one control surface
Yeah you can go fly, however I would be weary and make sure that no wires are showing through the tread. If I have any doubts I’d consult a mechanic.
The airworthiness certificate and that is it I believe
A forward CG has better stall recovery because the CG is the point which the aircraft moves about, and because a stall is a significant reduction in lift, this means the aircraft would rotate forward where the CG is located.
StronkPilot@reddit
Read it again :) does it say passengers and property? Or just passengers?
Correct!
Yup! If you see the “belt” underneath, that’s when you cannot fly.
Yup!
Can you explain tail down force for this answer as well?
imlooking4agirl@reddit (OP)
Oh I see, I have to re read that in full detail when I get home from work.
Tail down force I believe makes the stall more difficult to recover from since it needs a higher aoa. I’m not too familiar on it though so I’ll definitely be looking into it
Double-Reflection838@reddit
I'm a fresh PPL, but I'd like to give it a shot:
Isn't there a 50nm limit?
...maneuvers with max control input.
Yes
Airworthiness certificate.
A forward moment arm about the CG will help to lower angle of attack easier. It is less efficient at cruise however.
VileInventor@reddit
Maneuver with max control input isn’t exactly correct, it’s a singular full deflection of one axis. Don’t get that confused as you go on but you got the right idea.
StronkPilot@reddit
Absolutely!
50NM limit to carrying passengers, yes, but no for property.
Yup! The term they use is “full control deflection”
Yup! When you start noticing the “belts” below the tread is when they need to be looked at/replaced.
Yup!
Yes generally. Start looking into tail down force as well.
VileInventor@reddit
What privileges and limitations do you have for
Neither-Way-4889@reddit
You're in cruise at 5,500 feet when your passenger starts to complain of nausea and a headache. What are some possible causes of those symptoms? What are you going to do to remedy the situation?
Double-Reflection838@reddit
CO in the air. Open vents, try to get down ASAP. Carbon Monoxide will put you out quick.
VileInventor@reddit
Go to the hospital is also a part of this checklist by the way. CO poisoning has varying levels so always get checked out.
Neither-Way-4889@reddit
Ding ding ding. You're missing one important step though, what else do we do when we suspect CO poisoning, and why is it so important?
Double-Reflection838@reddit
I can't think of anything besides close off the heat from the engine to the cabin, open windows if possible, aim for as much fresh air as possible.
Neither-Way-4889@reddit
Yes, you must turn off the cabin heat. Why is turning off the cabin heat so important?
Double-Reflection838@reddit
It's coming from the engine exhaust...
Neither-Way-4889@reddit
Specifically, cabin heat comes from air being directed over a shroud around the exhaust manifold. A crack in the engine exhaust manifold would introduce exhaust into the cabin heat airstream and thus into the cabin if cabin heat were on.
Double-Reflection838@reddit
Thanks
zkoolie@reddit
Shut off the heater if you’re using it?
Neither-Way-4889@reddit
That's what I was looking for 👍
imlooking4agirl@reddit (OP)
That sounds like air sickness to me so I’d give them a barf bag and blow the vents onto their face, or open up the windows if we’re in something like a Cessna.
Neither-Way-4889@reddit
I was intentionally ambiguous so yes it could be air sickness, but is there anything else perhaps more insidious that you may want to rule out first?
imlooking4agirl@reddit (OP)
I was initially thinking hypoxia, but decided against and went with air sickness. If it was in fact hypoxia and I was in a pressurized aircraft I’d verify the cabin altitude and react accordingly. If I was in a 172 then I’d verify the carbon monoxide detector in the aircraft which would turn black if exposed to any.
Neither-Way-4889@reddit
At 5,500 feet hypoxia is unlikely. The answer I was looking for is carbon monoxide poisoning. It is important to be careful because CO poisoning can initially present the same as airsickness, but CO poisoning is extremely dangerous.
What steps would you take in the event of suspected CO poisoning?
imlooking4agirl@reddit (OP)
I was thinking hypemic hypoxia and should have specified that, my bad. I’d shut off all cabin heat/ air and defrosting. Also open windows to get fresh air in
Neither-Way-4889@reddit
Good answer👍
Just a sidenote about the types of hypoxia and all that, yes you may get asked about the 4 types of hypoxia on your checkride, but in real life you just need to worry about hypoxia in the context of altitude sickness.
If you start feeling euphoric, talking and thinking slower than normal, and start to feel almost high, then you need to descend immediately. If you are below 10,000 feet and start to experience symptoms, then you have to suspect CO poisoning. Both of these have gotten pilots killed in the past and they can get you killed.
As for the other two types, unless you're a fighter pilot or have substance abuse issues, you don't need to worry too much about them.
imlooking4agirl@reddit (OP)
Sweet, I appreciate the question and the tips man. Thank you!
rFlyingTower@reddit
This is a copy of the original post body for posterity:
Went through the search function on the sub and went through most of the ones I could find already. I’d say my biggest areas of concern are on inop equipment and human factors. Open to questions on everything though!
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