Can you answer the Examiner questions reference Certificates & Documents?

Hey, day two of our getting you ready the last three weeks for a private pilot rating. First, we're going to go over here real quick. Heather's putting up two more members on the HOGS wall of fame. We have David completed his private pilot add on. And then we have Peter, who has just recently passed his commercial pilot. All right, so let's go over here and I'm going to show you what we're going to do. Review. We're going to review a little bit of airworthiness requirements and then we're going to test your knowledge. But we're going to do a little bit of teaching for review and then we'll come back and ask questions not related to the video but still on the same topic of airworthiness requirements. So this is the private pilot section. We're going to cover day and night vfr, what is required in the helicopter. We're going to roll that video for you. It's about seven minutes as a review. But I wanted to point out to you this is the inside of what HOGS looks like. Over here is the check marks on how you can figure out whether you've completed a video or not. Here's how you can tell how much of a video you've completed, whether you're three quarters done or a quarter of the way through. And then this is the button here for complete and uncomplete. So this is how you, when you're inside the site, let's say you watched all those videos, but you go, you know what, I'm good here, here and here, but I want to come back and review those, uncheck them with this button. That's how you can keep track of what you viewed, what you haven't viewed and what you want to go back to. So again, let's do a little teaching here. This is stuff you have to know the day of the checkride. And that's what this is about. So we're going to review equipment and a few other things. Then we're going to come back and ask you from some questions from the study guide not relevant to the video. So we're going to ask you some more stuff about maintenance questions because I guarantee you the examiner is going to cover maintenance, what can you do? And otherwise, how can you figure out what to do as a pilot, what minutes can you do and not do, and so on. So we're going to come back and test your knowledge. So let's roll that video. All right, in this video we're going to cover what you need Equipment wise and instrument wise in the aircraft for day and night vfr. There's a lot to it. I'm going to put a document here around the video from our private pilot study guide that will help you with memorization. If you want to open it and download, download it after this video or watch this video as many times as needed. There's a lot of required stuff and then there are steps if something is inoperative. There are steps to take to solve this issue and we're going to cover all that. So I'm going to share the screen with you. There's a lot of stuff on some of these pages, more than I like, but there's a lot to it. So let's share the screen. First, we're going to cover what equipment is required for day vfr. The memory aid is camel's foot, which is compass, altimeter, manifold, pressure gauge, airspeed indicator, landing gear position indicator. If landing gear equipped most of your small training helicopters, you're not going to have that seat belt, shoulder harness, fuel gauge, oil pressure gauge, oil temperature gauge, tachometer for each engine, and a strobe. So this equipment is required for day VFR to be legal to fly. Now, there are some additional Items for the R22 and it's the most popular trainer. So the memory aid is colog or colag cylinder head temperature gauge, outside air temperature gauge, low RPM warning system lights, caution and warning lights, alternator governor. Okay, next, let's cover what additional you need for night VFR. The memory 8 is PELs position lights, anti collision lights, landing light. If operated for hire, electrical system, alternator or generator, you have to have an alternate source of power. You can't rely on just an alternator or just a battery. You have to have something providing the power as an alternator, generator, and you have to have a capable battery and spare fuses if applicable. Now, there are some additional limitations for the R22 during night VFR operations. The memory aid is NAO navigation light, anti collision light, instrument light, landing light, and orientation must be visual reference to ground objects illuminated solely by ground lights or celestial illumination. Now, there is a way to move an aircraft. It's called a special flight permit or a ferry permit if one of these required pieces of equipment becomes inoperative. Now, this is something as a student pilot, you're not going to deal with this. You're going to call back to your home base and you're going to get help from them on what to do next because there's a lot behind getting a ferry Permit. This is something as a student you're going to need help with to get one of these ferry permits. A online form is going to need to be submitted to the flight standards district office. We also call those fisdos indicating the purpose of flight, proposed itinerary, essential crew required to operate the aircraft. In what way, if any, does the aircraft not comply with the applicable airworthiness requirements and any other information requested by the administrator considered necessary for the purpose of prescribing operating limitations. So under what conditions would a special flight permit be issued? Examples are fly aircraft. A location where repairs, alterations or maintenance are to be performed. Production flight testing new production aircraft, evacuating aircraft from areas of impending danger, conducting customer demonstration flights in new production aircraft that have satisfactorily completed production flight tests. So those are some of the types of things why they would issue one. I'm going to give you a real world example now of how a ferry permit was used where I was involved. I worked for a company about a half an hour north of where we're at now at the Hogs hangar. And I was doing flight instruction for this company. And they purchased an aircraft that they were going to bring back for training, but it was out of annual. So they applied for a ferry permit. The mechanic had to go up, give it just a quick inspection, make sure it was safe for flight, and obtain the ferry permit so that we could one time go pick that aircraft up, bring it back to home base and do a full annual versus the mechanic having to haul all his tools up there. They allowed the company to one time fly it from point A to point B. No dilly dallying or going anywhere else. They authorized them one time after the mechanic checked the aircraft to make sure it was airworthy in order to bring that aircraft home. So a full annual could be done in the maintenance center versus out in, you know, some guy's garage or somebody's barn somewhere. They wanted to get it back home. There's an example of how a ferry permit could be applied. All right, so we've covered the required equipment and how you would move an aircraft if one of those required pieces becomes inoperative. We know how to do it. Now, what about equipment that's not required? And the best example I can think of is a clock. Let's say you have a clock on the panel and the clock stops working. That's not under the required equipment. So you could placard it inoperative and make sure that it's unhooked and you could legally fly the Aircraft because it's not required equipment. However, it does need to be unhooked, deactivated, and placarded inoperative. So we've covered the required equipment that you have to have, what you might be able to do if one of those pieces becomes inoperative and what to do with pieces that are not required. And again, I'm going to put a document here from the Private Pilot Study Guide that will help you study and memorize this equipment.

And it looks like when Kenny does it. Okay, so I paused the video to remove the plastic wrap. Because I'm not a famous YouTube star like Kenny.

I'm going to see if.

I can do the rest of this with one hand, just like Kenny's tabs, Questions and answer. With my commercial CheckRide being about three to four weeks away, it's gonna take some time and dedication to cover this entire book in that amount of time, so good job, hogs. This thing looks great.

Okay, I know you get. You're all getting tired of hearing it, but chapter two, the top ten checkride Tips. Guess what? Those of you that watch the videos, you probably know what it's going to be. Prepare with the Practical Test Standards. Let me tell you what Taz and I wrote in here. I've learned that there are instructors who don't use the practical test standards, and thus students who do not use and have never heard of the pts. If the PTS is not one of the first books your instructor pulls out, then it might be time to find a new school. Get it. That's how important it is. This is chapter two of the practice or of our Top ten Checkride Tips book, which you can get down below. Heather will ship you a copy while supplies last. In the US that is. There's a link down below for that. I harp on it all the time, and the reason I do is because I know there's those of you that don't use it, instructors aren't using it, and it's a bad thing. Pts, you got to be using it. Okay, so you got some review on equipment, day and night, vfr, all that kind of happy stuff. So we're going right to the Private Pilot Study Guide. I've circled some questions on your Private Pilot checkride. This is for people down to about three weeks away. Two weeks away. A week away. Three weeks away. Mainly about three weeks away is what we've planned this on. And it even said in here. I think I missed the page. We tell you in this book, start with a PTS three weeks in advance. Okay? So this is video two. So we're going to cover some of the things regarding the aircraft. Now remember I failed my first private pilot checkride. One of the reasons that I failed was every time the exam or the instructor went to show me the aircraft log books he would say oh mechanics not here and they're locked up. We'll check them another day. That continues, that continues. Last minute. We're not probably going through the pts as we should have checking things off. I show up with an FAA examiner the day of the checkride and one of the first things he says let's take a look at the aircraft log books. And my heart sank. I'm like oh well they're over with the mechanic, well go get them. So we get the instructor, he goes, luckily the mechanics there, they bring him over, he lays out the logbooks and says show me the hundred hour inspection. I'm fibbing my way through pretending I knew the log book. It was an older aircraft. Could you imagine if you've never seen aircraft log books in your life and you try to open up and find a hundred hour inspection. I look pretty stupid as I'm going and the FAA examiner sitting there going, As I'm leafing through the pages. Do you get my drift? Recently we had a member who emailed us about his checkride. He was excited. However, he had a small problem during the checkride. He'd never seen the aircraft log book, same story as mine. So it's, I'm not the only one this has happened to. Happens all the time. Busiest flight school I ever worked at. Every time we get ready for a checkride we had to drive an hour away to get the logbooks. They were always down with the mechanic and it was a scurry the last minute to go find the log books and show them to a student. This stuff is important. It's the beginning of the checkride with certificates and documents, airliness requirements. This is where it's starting. You got to be current and your aircraft's got to be current. So let's test your knowledge here, take out a piece of paper, write these down. I'm going to go through the questions, think about it. How are you going to answer the examiner the day of the test? Are you prepared to answer these questions? Take out a piece of paper right now, write down the answer. I picked short ones but short ones that are super important. We was building a big PowerPoint for this today. I got confused building a PowerPoint for all the stuff that's involved just in errorless requirements And I finally said, you know what, Heather, let's just shoot this video. Because I know what it takes, right? I've been doing this long enough that it's about knowing the information. I don't need a fancy PowerPoint to show you today. Okay, they're gonna ask you this. What part of the regulation specifically describes the maintenance, preventive maintenance and alteration procedures? That should pop right into your head immediately. You should know exactly what part that is and where to go find it. Okay? Write it down. If you're lacking in this, you're already behind the game at three weeks away, you should know this. You should be able to spout off which part it is. Next question. As a pilot, are you allowed to perform maintenance, preventive maintenance and alterations to the aircraft? Can you do you know, have you been over this section? The examiner is going to ask you this on a private pilot checkride. I don't know this has ever been skipped in any of them I've ever sat through maybe once or twice. This question is always asked of you because you have to know, okay, so write it down, the answer to that question. As a pilot, are you performed, allowed to perform maintenance, preventive maintenance, alterations to the aircraft? Next one. What is an ad? Many of you, boom. You know what that is? I can tell you. Recently we were prepping someone for a check ride who was really sharp, great in the aircraft, good on the ground, school, studied high on the written, doing great. And the night before, I sat down with my own personal notebook, start flipping pages and asked him a question he swore he'd never heard of. 80, didn't know what it was, never heard of it. So here's a recent case this year where a really well, really well prepared student from out of state here for checkride, didn't know this. What is an ad? What's AD stand for and what is it? Got to know this on this ad. The next question is, I'm not going to tell you what it is yet because hopefully, you know, maybe you're writing it down, maybe you're screwing to look it up really quick. What type of these ads are there relating to the frequency of the ad? So what is the ad? What is the frequency of the ad? There's two of them. There's one kind and then there's another kind of. You need to know what both of these are. What's the definition of it? What's AD stand for and how many of them are there? What is the frequency of those? Okay, so the next one after you, if you're super sleuth. You've answered every one of these correctly. If you haven't, you need to keep studying. You're not ready for your truck ride. What are the methods for complying with the ad? We have three listed in the private pilot study guide. Three elements which I love. The number three. There's an old, old series of videos that we should maybe redo one of these days on the helicopter. Threes. So many things related to the number three. There's three things you need to know about complying with this ad. If you're following us along, write it down. Write down if you know them, write it down. If you don't, you're behind the game on your, on your private pilot checkride. But you've got time because that's what this series of videos is. We're giving you things to think about and I'm pointing out stuff that I've seen and I know what happens. Next question. What is an sb? So what is it? What's SB stand for and what is it? Do you know it? Great. If you do, you're good. If not, go look it up or stand by for the answer, I guess. And then I need to know, must you comply with that sb? So what's it stand for? What is it? And do you need to comply with it? And if you do need to comply with it or not, why would you want to comply with it? What is the reason for complying with an sb? Number one, do you have to? Or if you're going to, why would you want to? Just saying. Couple more. If you're answering all these, you're in good shape. If you're lacking any of these areas, again, you got to be good with all this stuff. I like this one, should know it. But again, if nobody's exposed you to this. As of the day I failed my checkride with the faa, there's no way I could have known this because we never even looked at logbooks. This question, how many log books are there for the aircraft you fly? Now, if you have a really old aircraft, that could be multiple, but let's say an aircraft that's only a couple years old hasn't been around that year that long. Maybe it's got, you know, three or four or 500 hours on it. How many log books are there for the aircraft? There's two. Whoops. I just gave you the answer. These can be separate and they could be in the same book, but technically there are two. So I gave you the answer. What are the names of these logbooks? I didn't give that up yet. What are they labeled? What are they for? So you need to understand what are the names of these logbooks. And then of course, in the name, you'll understand what it's related to. Okay. I asked you simple questions with a very short answer. And this is where I got frustrated in the PowerPoint today. Some of these answers are lengthy on ferry permits and what you have to have with Union Aircraft. There's a. Some of these are really long. And that's where I got confused. So I picked things that are very important that I recently saw a really well rounded person. Ready for, almost ready for check ride. Didn't know what ads were, didn't know what SVs are. I'm gonna stress one more time, this is why this is the first two videos we've covered, the pts that you need to be going through. We did the first video on certificates and documents. That's where the checkride starts. And you saw, with my own story, this FAA guy did sit down that day and he started the checkride off with, let's take a look at the aircraft log books. So he went right to airworthiness requirements. How do you think my checkride went after that? He kept it going. But when you struggle with the very first question on an oral examination, and then I tried fibbing my way through, I could have just said, I'm gonna be honest, man. I've never seen him. That goes back on the instructor, but the examiner still not gonna be impressed. And I was so nervous and terrified anyway, that. That just put. That put a screw to the oral test immediately. So we muddle through that. I find it, he's not impressed at all. And the checkride continues. I didn't get enough sleep. I wasn't as prepared as I should be. I get blown away on that. Not having never seen, never seeing the logbooks. Can you imagine how frazzled I was by that point? So the checkride goes on. And I knew a lot. I had a good instructor, but he never pushed me hard on the ground. And we did a bunch of ground. We didn't do enough. And maybe in my instructor's defense, when it was just the two of us sitting there, maybe I was doing pretty well answering questions, which I'm sure I was because he wouldn't have sent me if he didn't think I could do it. But then the stress of the day, not having the proper amount of sleep, and then the checkride starting off bad because of the log books. You can imagine where it went from There. So then when I'm stumbling and stuttering around trying to answer things, you know, the examiner is just getting more and more frustrated. So it's kind of bugging setup for failure. So back to the pts. If we'd have went through the PTS properly, we would have got those logbooks out and looked at them, because it's in the pts, in the one most important page we've already mentioned, most important pages. Everything you have to have with you the day of the test, and you're probably getting tired of hearing it, hearing it, I'm going to tell you again, it tells you everything that has to be there, what you have to have completed, what you need to have with you. And one of those things is the aircraft log books. If we'd have been going through the PTS three weeks ahead of time, my instructor could have went, oh, man, those logbooks, we haven't covered that yet. Let's call the mechanic. Let's get those in here. So that, you know, I'll blame that one back on my instructor and to this day is one of my great friends. I was actually even in his wedding at one point, but he screwed up. It was his job to go make sure I was going through the pts. And I could say, thinking back a long time ago, I don't remember using the pts back then. I know the kid that helped me retest, I know we were using the pts, but with that first instructor, I don't think we were even using it. So there you go. If you'd like a couple copy of this, you can go down below and get a free PDF of chapter one. And on that same page there is a link for the physical spiral bound, as you can see. Nice book. Lay it flat. This is what I like. Open it up. You know, a digital copy is cool and would be cool and we might offer that at some point. However, just like today, working with the digital copy online, trying to build a presentation, I got frustrated, sat down, just started going through the book and I'm like, this is so much easier. You know, there are times where in this instance, you know, I'm marking it up and I'm right now I'm going to ask this one and I'm going to ask this one and put a little note in here by this about what I want to talk about. That's the beauty of this. So we've had some confusion so far. They're on the same page. The free PDF is, is in the link that's right below the video. And the link for the Free PDF is Chapter one is right beside the physical copy. They're side by side, so just scroll a little farther depending on what device you're on. They're both there. The beauty of the PDF is we're going to want you guys sign up and give us your email, of course, because that's what we do. And then we're going to email you the links for the other videos that are coming up over the next two weeks for people getting ready. And I'll put a link right about somewhere either up here, over there. I can't think quite quick enough right the moment for the first video. Actually, I'll go back to the intro video. There's two videos prior to this one. I'll put links up above for both videos. If you want to go back and start from the beginning to follow us along. And by signing up for that PDF, you'll get yesterday's video. This video and the rest of the videos will email you when those videos are ready. Live to fly another day. Helicopterground.com all right, so the answers are to the questions we've been through. What part of the regulation specifically describes the maintenance, preventive maintenance and alteration procedures is part 43. You should be very familiar with part 43. If you're not, you shouldn't be three weeks away from a checkride. Part 43, boom. Examiner's probably going to ask you. You need to know that as a pilot, are you allowed to perform performance or perform maintenance, preventive maintenance and alterations to the aircraft you operate? Yes, but only as outlined in 43.3 D G and Appendix A. Part 43C. What's that tell you? Go to part 43, leaf through it. Read a little bit during the check ride. He's not going to. He or she isn't going to necessarily make you know exactly on one specific thing. Can I or can't I? At the private pilot level, though he is going to want to hear, or she's going to want to hear, is part 43. That's where I can go and look up what I can and can't do as a private pilot. And that's where I'm going to go. You've got it. You know where it's at in the far aim, because you've been working through the far aim, right? Know exactly where that's tabbed. Probably have your little sticker on the side. You're going to go to part 43. Tell him I'm going to go to part 43 for whatever specific thing it is. I'm wanting to work on you. Go check part 43. That's it. Next, what is an ad? It is an airworthiness directive, regulatory and issued by FAA to notify aircraft owners of unsafe conditions of aircraft. So an airworthiness directive is something that you must comply with. You have to do it. Next question. What types of airworthiness directives are there relating to the frequency of the ad? There's one time ads and there are recurring ads. So when the FAA puts out this ad might be something you only have to do one time. You have to replace a certain part with a new part. Or it might be an inspection that you have to do every six months. There's a whole long list of what they could be, but it's either a one time or a recurring. Next, what are the methods for complying with the ad? The errors directives, Inspect, replace and repair. And there's a specific section in the logbooks that these ads will be recorded and have to be complied with. Next question. What is an SB service bulletin? A service bulletin is issued by the aircraft manufacturer. It's a service bulletin. Must you comply with an SB service and bulletin? Service bulletin? No, not regulatory, but it is advisory. Why should you comply with an SB safety insurance warranty? So it could be a number of things. So the sb, even though it's not mandatory, it might be required by your insurance company. So an sb, you need to specifically look at it for the specific aircraft and figure out is this something that you're going to do or not? Normally it's going to be the owner operator. But you as the private pilot could be as a student, you could own your own aircraft. But that is a service bulletin. So not mandatory, but most likely it's something you probably should do. How many logbooks are there for the aircraft you fly? Minimum of two. And what are they? Airframe and engine. Right. So the mechanics are working on the aircraft. They do maintenance to the engine. Anything revolving around that engine gets in the aircraft log. The airframe logbook I got. I'm getting. It's getting late. I'm getting tired. Let me back up airframe and engine. Okay, so let's start with engine. If they work on the engine, they do any kind of maintenance, they replace the engine. Anything that revolves around around the engine is in one logbook. Airframe. Pretty much everything else on that aircraft, airframe wise, is going to be another logbook. They can be in the same book, but I have seen them separate. Right. So an aircraft log book must have a section for the airframe A section for the engine, two totally separate areas for recording this maintenance. So hopefully that helped. For those of you that are snapping up on, you knew all that and you're experts, great. But time and time again, I've had people that were close and hadn't heard of some of these things. So there's a lot of stuff in air with this requirements, there's a whole lot more. Again, this series of videos is to get you thinking, put you on the spot by asking you some questions. And I want you thinking, how are you going to answer the examiner? Not just how the book says it or what the answer is, think about sitting there answering those questions. What are you verbally going to say? Because you, you're not going to be there with your notebook open, reading it to him or her. You're going to be pulling it from memory, looking it on a page, looking at it on a page and memorizing it over and over again. Sitting with your instructor, your friends is one thing, but the day of the checkride, when you're sitting there across from the examiner, it's totally different, Right? So that's why we learn through repetition. We go over this stuff and we go over this stuff and we go over this stuff. Because the day of the test, when the nervousness kicks in and you're sitting across the table, everything changes. So, God, I edit so many sews out. Heather's always laughing at me because I'm always, when I do editing, I'm cutting out so many sews. Wish I'd stop saying it. Private Pilot Study guide is down below. There's a link right below the video. You can get chapter one as a PDF, sign up for it and we will deliver that PDF through your email and you'll get an email for the other videos we're putting out for this series to help you the last several weeks getting ready for the checkride. There's also a physical copy there. If you want to order the physical copy, have something you can work with, tangible, hold on to it, open it up, work through it, write the answers in, in the first half of the chapter, then go check in the second half of that chapter, the correct answer. And I keep talking about it only because it's a small, skinny little book. But you know what? Taz and I put it together. You've heard it a thousand times, most of you. Heather is shipping these again for a while. We weren't shipping them due to Covid and the world going crazy. We have a box upstairs. So we started shipping them again direct from The Hogs Hanger us only at this time. You can get it on Amazon, but Amazon you'll pay more and then pay shipping on top of that. So in the US we'll send this to you direct from the Hogs Hanger while supplies last. I'll put a link down here below for this as well. One more time. There's 10 chapters, but then at the end there are bonus things that Taz learned by going out and interviewing examiners and saying, hey, we're putting out a book of top 10 checkride tips, but give us some bonus material. Give us some things that you see examiners that people are messing up. And Taz and I have spent a lot of time together, hanging out, going to heli expos. He's been here to help do ground with us. He's flown with students here with us at Hogs. Even just this past summer, he was here for a full week and helped us with the final approach course. And Taz and I see eye to eye on this stuff. I mean, we agree and we went through the top 10 that we picked, the things that we see. So it's a short read, but it's a powerful read because as humans, you know, we make mistakes and we commonly make the same mistakes. And this little book will help you with all these little things that trip people up. Said it a thousand times because I've watched it happen over and over again. People get tripped up on the subject. Simple stuff. So we're going to wrap that up and look forward to seeing you in the next video. I think it's. I think it's weather. It is. We'll dream up something here. We know that people tell us weather's one of their biggest issues. It's been a while since we did a poll, but we polled our members about five years ago. Time. Time to do that again. Heather put that on the list. Let's make poll for what do you struggle with, with your training? We know the last time we did it, weather was number one. The number one thing that was kicking people in the rear was weather. There's a lot to know, and examiners don't usually hit a lot of it, but they will hit some. Some things regarding weather and especially anything that can kill you, they're going to cover. So weather is a big topic with a ton of information and there's just a lot to know there, which is why we have the no go button. Give you the confidence to help you make the decision. When you want to go, you need to go. Your boss wants you to go. Your wife wants you to get home for the kids ball game. And the weather's kind of iffy. It hurts. It hurts a lot of time when you have to go live to fly another day. Helicopterground.com I'm not going because the weather sucks. Or the weather's gonna suck anyway. We'll talk more about that in the next video. Sign up down below and we'll see you next time. Peace out. Remember the examiner sitting there going, When you show up, not prepared. Prepared. I've been there, done that, and it is not a good time. All right, Peace. Bye. See you out.