Many questions from a new instructor

[Eric]

History: I went to an academy and am now the sole instructor at a small, uncontrolled field. (hence, you guys are my support network and mentors) At my academy, I attended a multi week ground school before I ever got in a plane, so things don't quite work like that here.

1. What do or did you guys use as far as a ground school syllabus, and how did you incorporate it into your student's training? I am shooting from the hip, assigning reading, briefing, quizzing, and keeping a hand written record. I got a student who left another instructor because all the guy wanted to do was fly. How can I ensure that my students know and understand enough to be safe competent pilots?

2. Does anyone have an easy way to teach airspace dimensions, chart depictions, entry requirements, services available, cloud clearance requirements, etc? I just memorized the stuff because it's my career, but the average private student needs a fun way to remember this stuff.

3. On the topic of airspace, what are the real differences between C and B airspace? I was telling my student you need a clearance to get into B and two way radio communication for C, but when it comes down to it, they seem fairly similar. You call someone up, get a squawk code, get instructions, and proceed as instructed. What is the difference between a Class B clearance and Class C radio communication/instructions?

4. What are the differences between the services provided in B and C airspace? B says they provide Separation of ALL aircraft, and C says they separate IFR aircraft, IFR/VFR aircraft, and provide VFR Traffic Advisories workload permitting. What's the difference?

5. Why is Mode C required below Class B, above Class B and C, but not below the outer ring of class C? Wouldn't it appear to a radar controller that the guy at 1000'AGL under the outer ring, without Mode C could be on a collision course with a guy at 2,500'AGL in the Class C?

6. Why is the Class E beginning at 700' AGL over an uncontrolled field even depicted? If there are no VFR entry requirements for G or E airspace, why depict it? Does it mean there is an instrument approach there? Are we supposed to pay more attention because of this? Maybe I'm doing it wrong, but IFR or VFR I never find myself saying, ahhhh, now I'm in class E, my cloud clearance requirments just changed! Am I missing the point?

7. How much did you guys teach your students about categories and classes of aircraft and airmen? I'm wondering how much is too much information?

Thanks for everyone's patience. Hopefully my students will benefit. Everyone is right, you really start learning as an instructor.

Thankful for an aviation job,
Eric

 

[JRSLim]

Blind to the blind

I am currently working on my CFI, but maybe I can contribute. First off. Get a copy of William Kerschner's 'The Flight Instuctor Manual' if you haven't already-- I am finding it very helpful and it may help with questions one and two.
I found this site the best way to get airspace figured out:


Class B and C: A Cleareance into Class B is different than communication in Class C:. For Class C - if you call up Approach and get a response WHICH INCLUDES your call sign- even if it is to standby - you have two way communication. If they say 'aircraft calling please standby' (no callsign) - you dont have 2 way. In Class B -- Them telling you by callsign to standby is not enough. They must state --'NXXX cleared into Class B airspace' AIM 3-2-4

About Mode C-- It should be because Class B is by definition for a higher traffic airspace than class C.

The reason Class E is shown on Sectionals is that it is controlled airspace -- even if it doesn't mean a whole lot to the VFR pilot other than visibility requirements -- which is enough.

What was done with me and what I think is not 'too much' for the average student is for them to have a general understanding of classes and categories. The focus is going to be on knowing the regs as pertaining to flight and I wasn't asked anything pertaining to this on the Oral.

I am absolutely trying to learn everything I can at this point, and clear up things I am hazy on (whether I realize it or not) -- the discussions on this board are great for this.

Shaun

 

[El Cid Av8or]

I too am working on my CFI rating. I have purchased a copy of "Flight Instructor's Lesson Plan Book" by Edwin Quinlan from Sporty's. My instructor uses it and everything is layed out for you. It covers private, commercial, and instrument ratings/certificates.

For ground school studies, I use the ASA books #1, 2, and 3 by Trevor Thom which cover everything the student needs to know and then a lot more if they are curious.

Hope this helps. I'll ask my instructor to see if he has anything else that would help.

 

[CitationLover]

hope this helps

a) the jeppesen syllabus always works well, eventually you will have your own techniques for students and will only use the syllabus as a backup.

b) they have to suck it up and memorize this. if they are dedicated, the will want to study this stuff.

c) the difference between b/c clearances is that you must acknowledge the b clearance to the controller.

d) read the aim sections pertaining to traffic separation. they do a good job of explaining it.

e) FAR 91.215

f) the key to teaching e/g airspace (imho) is to explain the only difference between them is the legal definition for VFR. the controllable/uncontrollable is a bad label imho. they show the 700' e airspace on a sectional due to the fact that it is lower than the normal 1200' e airspace begins anywhere (at least east of the mississippi) which is stated on the legend of the sectional.

 

[Timebuilder]

First, develop a library of materials that will help you accomplish your goals. You probably have most of the books and pamphlets. Now, go a little deeper. There is a spiral bound book of complete (and I mean complete) lesson plans by Ed Quinlan, and then there are the Kershner and Rod Machado books for addtional input.

The main difernece between B and C is the number of "passenger enplanements" every year, as counted by the authorities. More than a certain number (I don't remember) and the airspace goes from C to B. The entry requirements for class B are these: for a VFR pilot, the controller must say "cleared into the Bravo" or something very similar (cleared into the class Bravo, the class Bravo airspace, the class "B", etc) to indicate that you may enter. IFR pilots don't ever hear the "magic phrase" in most areas of the US, since they are already under control, identified on radar, and a part of the "system".

For class C airspace, you must be identified in order for communication to take place. For example, for landing at Allentown, Pa, you call the class C controller and say "Skyhawk 32B, with xray, landing Allentown". There are several responses you may hear:

1)"aircraft calling Allentown, stand by" (no entry here, you haven't been identified) or

2)"Skyhawk 32B, remain clear of the class C (or similar)" (no entry, very clear) or

3)"Skyhawk 32B, say altitude and sqawk xxxx" (you have been identified, not told to stay clear, you may continue to make entry. You may be given a vector or altitude change, as required.)

Note that the "radar contact" as a response from the controller is not a requirement for class C entry.

Most of the indications on a sectional, just like regulations, are a response to some sort of accident or incident. Don't over-scrutinize this stuff, just explain that there is a certain amount of rote memorization in aviation, and that it is a "government intensive" experience. That should be enough for most people.

Mode C veil around class B: necessary because of the volume and speed of traffic.

Hope these responses help.

 

[tarp]

6. or f. - E vs. G airspace

I can't stand it. Since Avbug is back, I'm now careful not to answer because he'll usually point out something I missed in the description. We all know how demanding he is.

Why are there all those little magenta shaded rings on the sectional? Why do they sometimes have boxes added making them into "keyhole" shapes?

It's to separate IFR from VFR traffic. Why?

Because our airspace rules on weather are significantly different. In class G all we have to have is 1 mile, clear of clouds (minimum value from sfc to 1200). This ain't much visibility and it sure isn't much clearance from the clouds. Class E designation will at least be 3 miles and 500,1000, 2000.

Have you ever noticed WHERE those little magenta circles and keyhoes are located. Yep, airports with instrument approaches. Why?

Let's say the weather is 1100 OVC, 2 miles. Pretty soupy stuff. OK, you are at East Podunk airport. 2500ft of runway, no instrument approaches. You want to go out in the weather today and fly patterns. 1 mile clear of clouds in airspace under 1200'agl . Wx is 2 miles and 1100OVC so you've got 1 mile and 100 ft more weather than you legally need. "Heck yeh," Mr Pattern Hog says, "let's go shoot some landings."

Same weather at Lesser Podunk airport, 4500ft of asphalt with a VOR-A approach and a 5 mile magenta circle around it. Our intrepid pattern hog wants to go for a spin around the pattern. But wait! Up to 700' it's 1 mile Clear of clouds, but over 700' agl, you have to have 3 miles and 500 below. Uh oh, this ain't legal if I want to climb higher than 700'agl. Looking at this from the IFR pilots point of view, he doesn't have to worry about running into Mr. Pattern Hog as he breaks out of the clag looking primarily for the airport rather than other unreported traffic that might be lingering on the other side of the grey matter (cloud).

Now as to controlled/uncontrolled - let me point you to 91.173 a very short section of the regs that is most pertinent to IFR and again separates IFR flying in "the system" and not.

91.173 No person may operate an aircraft in CONTROLLED airspace under IFR unless that person has -
(a) Filed an IFR flight plan and
(b) Received an appropriate ATC clearance.

When I receive my clearance from ATC at my "uncontrolled" field with a 700'agl Class G sitting on the airport, the controller never fails to use these words at the start of the clearance:

"Piper ____, you are cleared to the ABC airport, after departure and UPON ENTERING CONTROLLED AIRSPACE, proceed direct to the XYZ VOR.......". There's a message in there.

By the way, key hole shapes are usually created for straight-in approaches and precision approaches where the airspace for the IFR traffic has to be protected.

I know I'm an old pilot as these boards go, but the rules haven't changed that much. When I had a staff of young CFI's working for/with me, I was always amazed that they would get into detailed descriptions of the aerodynamics of a fowler flap but they couldn't describe how to fly turns on a point or why our airspace system works.

Oh and for the record, if I ever caught one of my PPL students even attempting to go out in less than 5 miles viz, they would get torn a new one. In my book, like the old weather map legends, 3 to 5 miles is MVFR (marginal) and doesn't qualify as real VFR. Under three miles is only fit for whirlybirds and IFR.

 

[Lindy]

Ground School

It's not too early to begin thinking about teaching a Ground School in the fall. I instructed at an uncontrolled airport and we would work w/ the local "Community Education" and/or "Adult Education" classes to teach Private Pilot Ground School one evening a week.

1. Prepare a Syllabus. This can be "similar" to a Jeppesen or Cessna Pilot Course.
2. Find the books that you would use to teach the class.
3. Contact the local coordinator (call the high school and ask).
4. Course Fee / Materials Fee
5. Decide the minimum number of students (in order to have the class go forward).

The FBO where I insturcted was a Cessna Pilot Center, as such, we had a Pilot Kit available. I don't know if you are that lucky.

We had many interested individuals take the course and then decide to "learn how to fly." It was amazing, but many wives enrolled their husbands!! Why? I think for two reasons: (1) The wife knew that the husband always wanted to fly and (2) The wife usually reviewed the "Community Ed" flyers (for all types of offerings).

Good Luck!!

Keep the questions coming, as this is an incredible resource!!

Books:
Kershner -- Student Pilot, Advanced Pilot, Flight Instructor
Aviation Weather


The local GADO/FSDO should have several resources:
ABC Classification (5x7ish) hand-out
METAR/TAF hand-out
Those "yellow" hand-outs (someone please refresh my memory of the correct name).
Advisory Circulars -- See also the FAA website for information

PM if you can't find any ABC Classification, I can mail you the few I have around.

Also, attend those Safety Seminars!! You would be settng a good example for your students, participating in the "Wings" Program, and you might actually learn something.

 

[bobbysamd]

Ground school syllabus

Look in the FOI (Aviation Instructor's Handbook) for a ground school syllabus. I found it at Page 79. My FOI may be a reprint so it may be elsewhere. I assume the FAA has not revised the FOI drastically in eight years and the ground school syllabus is still there. There should also be a sample Private flight training syllabus.

Some of it may have to be modified slightly to reflect your needs, but it will give you an idea.

Emphasize to your students that they must hear the "magic words" from ATC before entering Class B airspace. Of course, you know what they are. As was written above, it is not enough for ATC simply to acknowlege your transmission.

By the way, don't feel bad about the student who left you only because he wanted to fly. Chances are this student was not serious enough about training and won't finish when the reality of the written hits him.

Good luck with your instructing.

 

[JediNein]

Howdy!
A semi-syllabus and lesson plans are at http://pages.prodigy.net/jedinein/cfi.html scroll down a bit to get to the lesson plan links. It is essential to choose a syllabus, even if you don't create your own, just so you have something to go along with. The student may take 30 lessons before completing lesson 9 in that syllabus, but now you have specific tasks to focus on, and a listing of items that must be completed before solo, solo cross country, and the checkride. Spend time with the introduction section of the appropriate PTS and make sure the emphasis areas are covered in the syllabus. Simply having these items written down and allowing the student to see your plan makes the student feel better. They know they are following some guidance AND you, the instructor, are also following a plan, not just making it up as you go along. (No matter how much you make up the plan during the flight, it’s the before and after that matters.)

The last revision of the FOI was in 1999 and it is a major overhaul. The information reflects the last several years of education research. If you don't have it, get it, and spend a month studying on each chapter. It is after the CFI checkride that the FOI is so valuable.

Draw out the clouds on the board.... let the students see what you are talking about. VFR clearance requirements are to keep VFR guys away from IFR traffic. 500' below because IFR traffic generally descends at 500' per minute. 1000' above because IFR traffic climbs like a bat outta... Visibility requirements at 1 mile because when we flew at 60 knots in Cubs and such, we had a full minute to see before hitting something..... now we go 100 knots... what should the visibility requirement be to give us a full minute to see before hitting something?

If a controller is overloaded with traffic, he can choose to not see the VFR mode A's under the Class C airspace. This is where you get calls like "traffic at your 2 o'clock and three miles, type and altitude unknown." If the VFR transponder is mode C, the controller still won't see the altitudes unless a traffic alert is issued by the ATC computer system. It's going to get interesting with the new Garmin transponders that coordinate with TCAS. If the transponder issues a climb, it has coordinated with another aircraft's system and told that aircraft to descend. If the pilot listens to a controller saying something or doesn't respond to the transponder's message, then something similar to what happened overseas, the sound of two aircraft hitting. That really pisses off the no-noise groups. If you really want to open your student's eyes, take them into an approach facility on a sunny weekend. Let the students see all of the VFR targets on the scope.

The difference between Class C and Class B, ATC is there solely to keep the IFRs from hitting each other. Everything else is extra. In Class C you can tell the controller "negative radar advisories" and continue to fly into the primary airport. The controllers will let the IFRs know where you are, and the VFRs getting services will also be alerted to your presence, if the controller has time. Any controller worth his salt will also give you the occasional "if you don't turn now you will die" warning, but the controller is not responsible if you smack into someone. C is "at or above 2500 feet." B is "fly heading 250 maintain 2500 feet and I show you at 2800 feet." Depending on the controller's stress level, C will chew you out on the phone and call the flight school when your student screws up, B will just process violation paperwork. C allows student solos. Only two B's that I know of allow student solos. C stays open in times of national emergencies, B shuts down to everyone except paying lobbyists (airlines).

Get Rod Machado's Private Pilot Book. He has a lot of information concealed in stories. Take a few lessons from Rod's presentation style. Humorous, gives the why, and only once the student is interested, gives the what and how. The more I learn about instructing adults, the more I find myself as a storyteller.

Congrats on being a CFI that cares about your students. You will go as far as you want to in this industry.

Fly SAFE!
Jedi Nein

 

[cjh]

I can't stand it. Since Avbug is back, I'm now careful not to answer because he'll usually point out something I missed in the description. We all know how demanding he is.

I feel your annoyance!

Good examples, btw.

Jedi,

Any controller worth his salt will also give you the occasional "if you don't turn now you will die" warning, but the controller is not responsible if you smack into someone.

You crack me up!

Great information. I particularly like your reference for 500/1000. Easy for students to remember. I'm adding it to my reference material. Thanks for the info.

Eric,

Making your own lesson plans is the best way to go. However, Jedi has a good batch and Quinlan's, mentioned by others, are also excellent. Machado's pp manual is outstanding. Lots of very good info presented in easy to understand language.

Best of luck. You sound like you have the makings of a great instructor.