departure

Just started studying for the FAA Private Pilot test and wanted to have a place to store and share my notes, hence, this blog.

I was able to borrow the Jeppesen Private Pilot FAA airmen knowledge Test Guide (ISBN 0-88487-417-6, 2006 edition which is slightly different from the ISBN in the link) from our library. This is perhaps not the best way to study without being more familiar with the material. I’m starting out with near zero subject matter knowledge. For example, in Chapter 1, Section A of the test guide, Discovering Aviation, there are three paragraphs:

  1. Pilot Training
  2. The History of Flight
  3. The Training Process

Following that, there are four questions regarding the category and class of both airmen and aircraft. While the questions have the answers, references and reasons why the answers are correct, there is no mention of the topics of categories or classes of airmen or aircraft. Clearly, the test guide is not meant to be a training guide.

Much more study and notes to come. I’m focusing on the FAA test first and the memorization it requires so I can move on to ground school and air time. Found this post from Alan Feller on youtube which explains why:

How I scored a 97% on the FAA Private Pilot Exam on my first try

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Resources

AIM 2018 (12oct2017)

Aircraft Climb Speeds

Free Aircraft Checklists (sponsored by Dauntless Aviation)

Aviation Exam (links to other free FAA resources)

To help reduce your Private Pilot training expenses, here are two good, FREE resources for Private Pilot studying. Please call Sheppard Air when you need to study for more difficult, high failure-rate tests like Instrument and Commercial.

AOPA FREE Student Registration

Free Online Private Pilot Study Buddy

High to low, look out below…

from http://www.askacfi.com/4967/high-to-low-look-out-below-we-all-know-this-one-but-why.htm

As you fly into an area of lower pressure (without adjusting the altimeter setting) the altimeter will indicate higher than you really are, because the pressure at a given altitude is lower, the same as it would be if you were actually flying higher. Also, as you fly into an area of colder air, the actual pressure is higher because the air is colder, not vice versa.

There is a great tool you can play with that you can find at http://www.luizmonteiro.com/Learning_Alt_Errors_Sim.aspx
You can play with this to adjust the pressure and temperature and see what it does to the altitude readout.

from http://www.askacfi.com/3518/barometric-altimeter-accuracy.htm

According to FAR 91.121, when operating below 18,000 feet, the altimeter must set to a current ground station within 100 NM of the aircraft position.

FAR: relevant parts

http://www.ecfr.gov/cgi-bin/text-idx?&c=ecfr&tpl=/ecfrbrowse/Title14/14tab_02.tpl

Part 1, Definitions and Abbreviations

Part 61, Certification: Pilots and Flight Instructors

see Private Pilot Training Requirements for a checklist and simulator restrictions

Part 67, Medical Standards and Certification

Part 91, General Operating and Flight Rules

Part 830, National Transportation Safety Board (NTSB) Rules Pertaining to the Reporting of Aircraft Accidents or Incidents

 

rotorcraft add-on requirements

For fixed wing pilots looking to do the rotorcraft add-on, you can add the category to your license by completing the following requirements: hold a PPL certificate, hold a current FAA medical certificate, obtain 30hrs in a helicopter (including 10hrs of solo time) and pass an FAA oral and check ride.

found at heliflights.us (unconfirmed at FAA)

For commercial fixed wing pilots looking to do the rotorcraft add-on, you can add the category to your license by completing the following requirements: hold a CPL certificate, hold a current 2nd class FAA medical certificate, obtain 50hrs in helicopters (including 35hrs PIC), 10hrs cross country time, 10hrs instrument in an aircraft, and pass an FAA oral and check ride.