(subject to revision as we are always updating and improving)
SPORT PILOT QUESTION
L78.J31 Who is responsible for determining whether a pilot is fit to fly for a particular flight, even though he or she holds a current medical certificate? A) The FAA. B) The pilot. C) The medical examiner.
ANSWER: There is some truth to all of these. After an accident investigation, FAA and NTSB may conclude the pilot was unfit. Before initial training begins, an ME may discover disqualifying conditions. But in the final analysis and before the start of every flight, responsibility for determining aircraft and personal fitness (as, ultimately, with every other aspect of the flight) belongs to the pilot…which is as it should be…and where Sport Pilot can be seen as the ultimate certificate. 91.7 ADM 8.1.1 B
RELEVANT PRIVATE PILOT QUESTION
P442.M52 FAA advisory circulars containing subject matter specifically related to Airspace are issued under which subject number? A) 60. B) 70. C) 90.
ANSWER: Weak!! Well not Weak, just pointless. Pilots have more important things to memorize. Why memorize these numbers if you have the list or AC in front of you or readily available, as you will. Sure, they try to follow the affected subpart but, hell, those numbers could change tomorrow. Let me make it “EZ” for you. I find there is a coincidental alphabetical sequence here = Airmen < Airspace < Air Traffic...60 < 70 <90 AC 00-2.15 B
AIM
4-1-14 Optional Radar Services: Traffic information may be provided to VFR flights when requested by pilots of such flights. Emphasis on “may”. Rehearse all your initial call ups before keying the mic. First impressions count. If your radio is scratchy and/or your callup is full of pauses and“Ummm” “Ahh” “Errr” or any vowel followed by two or more consonants you will be curtly told to change frequency and just go away.
FARs
§61.16 A refusal to submit to a blood alcohol test when requested by a law enforcement officer or a refusal to release test results is grounds for immediate execution via field justice. (actually, same as 61.15= no application up to one year and/or suspension/revocation of any certificates already held. It’s a start I guess.)
GLOSSARY
PTT — Push To Talk: button (switch) located on the side or top of a handheld mic / portable transceiver. If headset-equipped, PTT is found ideally on the control yoke / stick which closes (completes) an electrical circuit to power up the transmit function of the aircraft comm radio. Most intercom systems are voice activated (adjust intercom NOT radio squelch for sensitivity) and do not require any button be pushed for cabin chatter. PTT fails periodically - usually in the stuck on position. Remain constantly alert for this so you do not block that frequency over a hundred mile radius and, worse, share with everyone (not just your passenger or dog) your unrequited lust for the dispatcher at your FBO or unrestrained contempt for the tower operator. If you notice an unusual prolonged quiet, troubleshoot the squelch, PTT, and plug/jack interface... without saying a word.
PTS TIP
When you greet your examiner for the oral portion (usually first) of the flight test, let the first words out of your mouth be “My name is _______, I am very pleased to meet you, and I will never disobey a briefer who tells me VFR not recommended.” You will have just eliminated the source of most of the light aircraft fatalities of the past hundred years and caused the examiner to fall in love with you..
question considered
likely to reappear
on the basic SP
written
exam
