A few checkride prep questions

[mhcasey]

I faxed in my paperwork to the SAT FSDO on Friday to schedule my CFI initial checkride. I've been browsing through the checkride central and tech talk forums, and have stumbled across a handful of questions I can't answer:

1) Why prime the engine? Obviously it makes for an easier start, especially if it's cold outside, but what's the technical reason for it? I'm guessing it has to do with the fuel system and difficulty in actually getting fuel to the cylinders until it's cranking away, but if this is the only reason then it seems to me that an electrical fuel pump could alleviate this.

2) What would we do if the landing gear handle was up when we enter the cockpit? I've decided I'd either ask the mx crew, or ask fellow JC'ers before considering a flight.

3) How do you know if a class D airport has radar services? I'm guessing they will have a TRSA depicted on the sectional and possibly a note in the AFD. Is this required?

4) Why does manifold pressure rise when you cycle the prop? My guess: Increased pitch = greater resistance and greater manifold pressure to maintain selected rpm?

5) ASOS vs AWOS? No clue.

6) Can a CFI (no II) give:
a) 3 hours instrument instruction for PPL students. If so, can this time be applied towards their instrument rating?
b) Instrument training to an instrument student?

My understanding is that a CFI can give the 3 hours to a PPL student, but that time is "instruction on flying solely by reference to instruments," and does not count towards the 20 hours of "instrument training" required for an instrument rating.

This would seem to imply that a CFI cannot give any of the 20 hours of required "instrument training" to an instrument student. My instructor seems to think that a CFI can legally give all of the training required to an instrument student, but just cannot endorse them for the practical.

Thanks in advance.

[surreal1221]

ASOS, AWOS, and AWSS are all the same essentially. Just depends on who is operating and controlling them.

ASOS's are independently operated (not FAA), usually through a co-operative with the NWS, which then sends data through the FAA to get it to pilots.

AWOS's are monitored and controlled by the FAA, while not directly, but perhaps by a contracter FOR the FAA.

May be complicated to understand, but surprisingly Wikipedia has a great write up on the simple differences of the two (or three) systems.

[tgrayson]

Why prime the engine?

Because there's no fuel in the cylinders. When plugs spark, there's nothing to ignite. Yes, a fuel pump could alleviate this and that's normally how fuel injected engines are primed. The primer on carbureted engines are just manual fuel injection systems.

What would we do if the landing gear handle was up when we enter the cockpit?

I'd just lower the handle before turning on the master.

How do you know if a class D airport has radar services? I'm guessing they will have a TRSA depicted on the sectional and possibly a note in the AFD. Is this required?

Even if a Class D has radar, it doesn't mean they provide radar services. Typically a tower might use the radar just to verify your reported position and aren't certified to provide vectors or separation services. Sometimes their radar is just a feed from a nearby TRACON. There are exceptions. The existence of radar is normally denoted by an "R" in the AFD and also on the sectional charts. How that information gets there, I don't know. I suspect it's self-reported by the airport manager.

Why does manifold pressure rise when you cycle the prop? My guess: Increased pitch = greater resistance and greater manifold pressure to maintain selected rpm?

Mandatory reading:

http://www.avweb.com/news/pelican/182081-1.html
http://www.avweb.com/news/pelican/182082-1.html

ASOS vs AWOS? No clue.

Surreal already answered. Note that only the higher-end AWOS provde the same info as ASOS.

6) Can a CFI (no II) give:
a) 3 hours instrument instruction for PPL students.

Certainly. It's not "instrument instruction", it's "flight by reference to instruments."

If so, can this time be applied towards their instrument rating?

It can count as simulated instrument time, but the FAA, in the defunct FAQ's, has taken the position that it cannot count for the 15 hours of required instrument training, because it's not instrument training.

Instrument training to an instrument student?

This one is heavily argued. He certainly can't provide the 15 hours needed for the rating. As for the other 25 hours, the regulations don't explicitly forbid a non-II from giving instrument instruction, as long as it's not for "the issuance of an instrument rating". Question is, what does that mean? Does it only mean the 15 hours, or does it meaning any training the student needs to be proficient at instrument tasks? In various interpretations, the FAA has taken the line that a non-II can't provide anything labeled "instrument instruction", so from this point of view, a regular CFI can't provide the 25 hours of non-required instrument training for the instrument rating. However, the student doesn't need 25 hours of "instrument training", he needs 25 hours of simulated instrument time, and a regular CFI can provide training in flight by reference to instruments.

Note that this is only an argument; the FAA has never stated this explicitly, so let the buyer beware. This seems like a scam to me and I wouldn't participate.

My instructor seems to think that a CFI can legally give all of the training required to an instrument student, but just cannot endorse them for the practical.

No, the regulations say

A flight instructor who provides instrument flight training for the issuance of an instrument rating or a type rating not limited to VFR must hold an instrument rating on his or her flight instructor certificate

[Crockrocket94]

Tgrayson, as always you have excellent knowledge!

Good answers!

[Berkut]

Originally Posted by tgrayson

I'd just lower the handle before turning on the master.

I'd check with MX on this one.

[tgrayson]

Originally Posted by Berkut

I'd check with MX on this one.

I did have second thoughts on this one. You're an A&P? What's your reasoning?

[Berkut]

Yeah, I'm an A&P. My concern is that something may have been overlooked during a maintenance action. The gear selector is not the kind of thing that you find out of place because the last pilot forgot his after-landing checklist.

[tgrayson]

Originally Posted by Berkut

Yeah, I'm an A&P. My concern is that something may have been overlooked during a maintenance action. The gear selector is not the kind of thing that you find out of place because the last pilot forgot his after-landing checklist.

Ah. My second thought that some prankster could have lifted the handle then quickely turned off the master. Could the system be left in some indeterminate state whereby restoration of power could complete the action?

Anyway, it might be nice to have a witness when the power was restored.

[mhcasey]

Originally Posted by tgrayson

Ah. My second thought that some prankster could have lifted the handle then quickely turned off the master. Could the system be left in some indeterminate state whereby restoration of power could complete the action?

Anyway, it might be nice to have a witness when the power was restored.

Either that or maybe the think failed to come down on some bozo, so they manually extended it and neglected to tell anyone. Not necessarily an emergency I guess if the gear is down and locked, but a hassle nonetheless (and I wouldn't want to pay for the hobbs time to go up in the pattern and back around with a malfunctioning gear).

Will a typical gear extend manually with the gear handle still up? I guess it would vary from model to model, but I'm assuming most systems would not have a mechanical or other stop that would prevent this?

Also, will leaving the gear down after manually extending it for a significant period of time do any damage to the hydraulic system (assuming it's a hydraulically actuated gear)? The one and only time I've manually extended it (after pulling the circuit breaker), I'm pretty sure I packed way more than the typical 1000-1500psi on the thing, though I could be wrong. I guess worst case scenario with way too high pressure you will more than likely spring a hydraulic leak, but if the gears have mechanical stops it won't be an immediate emergency?

[Berkut]

Originally Posted by tgrayson

Could the system be left in some indeterminate state whereby restoration of power could complete the action?

I wouldn't say that it's likely, but certainly possible depending on the aircraft type. Don't get me wrong, I don't think it's a huge deal; I just think it warrants a bit of casual investigation.

[E6BAV8R]

My understanding is that a CFI can give the 3 hours to a PPL student, but that time is "instruction on flying solely by reference to instruments," and does not count towards the 20 hours of "instrument training" required for an instrument rating.

To reiterate this: If you look in FAR 61 for PPL requirements it specifically says "3 hours with flight with reference to instruments." Now if you go look at the Commercial requirements it says "10 hours... of instrument training".

The difference? You have to have your CFII to give the "hood" time towards a Commercial cert - which is generally looked over because most get their Instrument rating before their Commercial making that void because you already have the 10 hours of instrument time. The PPL "flight with reference to instruments" is specially worded like that so you don't have to have your -II to give the 3 hours towards a PPl cert.