Welcome to Flightinfo.com
- Register now and join the discussion
- Friendliest aviation Ccmmunity on the web
- Modern site for PC's, Phones, Tablets - no 3rd party apps required
- Ask questions, help others, promote aviation
- Share the passion for aviation
- Invite everyone to Flightinfo.com and let's have fun
Ok is my instructor messing with me?
- Thread starter Wings of Flem
- Start date
- Watchers 16
Welcome to Flightinfo.com
- Register now and join the discussion
- Modern secure site, no 3rd party apps required
- Invite your friends
- Share the passion of aviation
- Friendliest aviation community on the web
A Squared
Well-known member
- Joined
- Nov 26, 2001
- Posts
- 3,006
bobbysamd said:
Ummm, yeah, if you're taking it seriously. I would have hoped that the more perceptive would have noticed I wasn't being particularly serious about it. As you don't seem to be exhibiting any visible signs of a sense of humor, I'll explain: I wasn't being serious, I was joining in the spirit of silly technical questions. No, I don't think that knowing the lifters are hydraulic is important for flying an airplane.
However, you might notice that in regards the first question that started the thread, Jedi Nein pointed out a pretty good reason why understanding about the resevoir tank might be useful.
On the subject of fuel pumps, since you mentioned it I thought I'd ask; the throttle pump differs from the "carburetor pump" how?
bobbysamd said:
That would be the position of somone who really doesn't understand the fuel system even slightly. The fuel injectors depend on pressure from the fuel pumps. They are no more pumps than the nozzle on your garden hose is a pump. Also, they don't deliver gas into the combustion chambers, they deliver it into the induction system, close to the intake valve. Sounds like your friends at riddle are talking out thier a$$es, in addition to being overly fond of minutiae
I got asked a silly technical question about an aircraft's fuel system on a not-so-recent checkride. I happened to know the answer because I'd worked on that particular system in a similar aircraft the previous weekend and had tried to use the checkride aircraft to compare. I asked the examiner if he was asking that question to me as a pilot or as a mechanic.
He got a little huffy, then said as a pilot.
I told him I had no friggin' idea, but my mechanic could find out.
He sat up, then said as a mechanic.
I asked exactly which mod to that system were we discussing. There are different versions for each year the aircraft was manufactured, and several after-market modifications. The aircraft I brought to the test was completely different than the one I'd worked on.
He grimaced, then asked a non-systems question.
Fly SAFE!
Jedi Nein
He got a little huffy, then said as a pilot.
I told him I had no friggin' idea, but my mechanic could find out.
He sat up, then said as a mechanic.
I asked exactly which mod to that system were we discussing. There are different versions for each year the aircraft was manufactured, and several after-market modifications. The aircraft I brought to the test was completely different than the one I'd worked on.
He grimaced, then asked a non-systems question.
Fly SAFE!
Jedi Nein
80/20
Crew-Member
- Joined
- Jul 13, 2002
- Posts
- 201
Jedi Nein it sounds like you handeled this very well! I like to hear stories like that. It appears that your designee did not run the checkride as intended by the FAA. I start checkrides by briefing the candidate something like this:
“We will keep an informal working atmosphere to keep you relaxed so we can bring out your best performance. Our goal is to verify that you have enough practical knowledge to safely and competently exercise the privileges of the certificate. I will avoid trick questions. My questions and your answers should be short, clear, specific and easy to understand. Ask for clarification, before answering, if you are unsure of the meaning of a question.
You are not expected to give 100% correct answers to all my questions. I am looking for a broad practical understanding rather than highly detailed knowledge of component engineering design and construction.
You are expected to know memory items and limitations not marked in the cockpit. You may look at instrument markings, cockpit placards, non-memory checklists and manuals that are required to be in the cockpit. What I want to see is that you can make a diagnosis from cockpit indications and describe the situation based on this information”
The FAA has told me to focus on understanding of essential features of system design and how various systems interrelate and demonstrate such knowledge by interpreting cockpit indications and describing the condition of aircraft systems from these indications. I do this not only because the FAA has told me to but also because this will allow the instructors to focus on building a safe pilot. I encourage people to dive deep into systems and maintenance manuals but not at the expense of basic practical flying and cockpit trouble shooting. Let us face it the workload is very high when preparing for a checkride. We should allow students to focus on the basics and most important first that is to become a pilot - not an engineer. By the way – last year an FAA inspector told me that he stopped a designee because he was asking too many non relevant in-depth technical questions.
“We will keep an informal working atmosphere to keep you relaxed so we can bring out your best performance. Our goal is to verify that you have enough practical knowledge to safely and competently exercise the privileges of the certificate. I will avoid trick questions. My questions and your answers should be short, clear, specific and easy to understand. Ask for clarification, before answering, if you are unsure of the meaning of a question.
You are not expected to give 100% correct answers to all my questions. I am looking for a broad practical understanding rather than highly detailed knowledge of component engineering design and construction.
You are expected to know memory items and limitations not marked in the cockpit. You may look at instrument markings, cockpit placards, non-memory checklists and manuals that are required to be in the cockpit. What I want to see is that you can make a diagnosis from cockpit indications and describe the situation based on this information”
The FAA has told me to focus on understanding of essential features of system design and how various systems interrelate and demonstrate such knowledge by interpreting cockpit indications and describing the condition of aircraft systems from these indications. I do this not only because the FAA has told me to but also because this will allow the instructors to focus on building a safe pilot. I encourage people to dive deep into systems and maintenance manuals but not at the expense of basic practical flying and cockpit trouble shooting. Let us face it the workload is very high when preparing for a checkride. We should allow students to focus on the basics and most important first that is to become a pilot - not an engineer. By the way – last year an FAA inspector told me that he stopped a designee because he was asking too many non relevant in-depth technical questions.
Share this page
Latest resources
-
-
-
-
-
AC 90-89C - Amateur-Built Aircraft and Ultralight Flight Testing HandbookAmateur-Built Aircraft and Ultralight Flight Testing Handbook
- Neal
- Updated:
