Questions About Soloing a 152?

Guess what? Everyone here is pretty much right, so stop being so defensive and angry about you've been told. Your vulgar ( ****** ) replies are downright childish. In the real flying world you had better learn to swallow your pride, admit your mistakes, and take advice with humility or you're going to learn some hard and potentially fatal lessons (i.e. Mr. Dogchow will become Mr. Dogmeat).

The truth is the truth. Whether or not you are unhappy with it is not our problem. Being handed the answers is not equivalent to learning and receiving an education. Real education involves effort, and you're trying to avoid it. Flying is serious business so start taking it more seriously. Man-up and deal with it, or give up flying right now if you are not willing to expend the effort to do the work that is expected of you.

Half of the battle is in knowing where to find the answers. Some things ought to be memorized by rote, such as question #1. In a real flight test, which is also "open book", you should know where to find the answers to questions you don't know the answers to quickly and efficiently on your own. You aren't allowed to ask anyone, therefore you should start being more self-reliant right now.

All the answers will be found by looking in Part 61 and 91 of the regulations (FAR's), the Airman's Information Manual (AIM), the Pilot Operating Handbook (POH) for the Cessna 152, or by referring to the Pilots Handbook of Aeronautical knowledge. Some of the answers are also probably found in the flight school policies and procedures pamphlet, which you should have been given. You obviously need to spend more time with all these things so you become highly familiar with how the information is organized so you can obtain the answers you need quickly.

So, do the best you can on your own, and take pride in doing so. What you cannot answer or what you get wrong will be gone over by your flight instructor when you hand in the "test". Be assured that you will not solo until you can answer all the questions on your pre-solo test. All the questions CAN be answered without our help if you look hard enough. Even the performance questions can be answered because the POH provides examples.

Good luck. And relax. We're not really against you. Call it "tough love".

The FAR/AIM/POH references are what you need siting with you as you take this test. However, don't let it be a big overload! I'm pretty certain you aren't paying the instructor for his time while you take this test. It looks like a very good take-home test, and having an understanding of the process and/or resources needed for each question to be answered correctly is essential.

You won't be needing to know much of the content of the questions you've listed for the Solo Cross-country. Though none of the questions are really unimportant, their answers should not tie you up and make you feel stupid. Clearly you are not.

An example: #52 Your knowledge of the fuel consumption of the plane in general terms is really important. If you make some assumptions like the airplane generally won't average much greater than 75% power on a cross-country trip, and that the 115 hp power-plant will flow it's normal 6.4 gallons per hour, and that you will start with full tanks (you do know how much the tanks hold when full), then you can reason through the question of what you will need to safely and legally complete your flight. The specifics required to do the math needed to correctly answer #52 are found in the POH. The reasoning to evaluate and re-evaluate multiple conditions as the flight progresses should be in place (and your instructor already recognizes that it is or will be) before the flight is signed off.

You are right about the point of the test. You are also correct about some of the other answers you've received. On the other hand, it might be more permanent in your memory for you to dig out the answer that you aren't required to land at Airport B in order to successfully complete the cross-country if you do not feel it is safe, than to have some unknown respondent from cyberspace hand it to you. A good understanding of the pertinent chapters of the FARs/AIM will speed the search process, but so would a good search engine.

The reality is none of us can consistently quote chapter and verse for the answers and would therefore have to do exactly what you need to do: keep searching. Good Luck, you'll be fine.

I highly recommend that you get FSX instead. It will be safer for all of us.

Seriously, you should already know the answer for most of those questions. It is also important as a pilot to demonstrate that you know where to find most of those informations shall you need them during mid-flight (especially when it comes to emergency procedures - even though they're part of what you should already know - or landing at an alternate airport that you're not familiar with).

Question 21: Can you land at the other airport? We can't answer that one for you. The answer can be yes or no, and let me assure you that it won't be indicated as is in any book. Is this new airport located in an airspace class that you can enter, having all the required equipment? Is the runway long enough, not only according to the POH, but for your own personal skills? Is a prior permission required? You need to take many details into consideration to answer this question.

Question 48: What's the take off distance in conditions X? Sure, we can all give you the exact number with the POH, but that will not help you understand how to solve the problem. What will happen if you really need to calculate this, but in different conditions?

I suggest that you either work on your "homework" to learn how/where you can get the information that you need to ensure a safe flight, or that you use ht Freerider's answers to show your instructor what you're really worth.

If you can not look up and answer these questions yourself you are not going to go solo...

Your instructor is most likely going to give you an oral test before he sends you solo, and guess what? If you can't answer any of his questions satisfactorily you dont go solo..

Plus this is a lot of questions, Looks like your whole exam...

In addition Pilots are resourceful people and know where to look up information when they need to.. Seeing as you lack this ability, I highly doubt you will ever become a competent pilot...

If your seeking a career in the airlines or as a professional pilot, Id forget it You will never make it..

The furthest you will go is maybe a solo..

Anyway Answers to your questions:

1. What Items must you have in your personal possession to operate an aircraft in solo flight?

- Wallet, Phone and Keys

19. An aircraft may not be landed in crosswinds that exceed the maximum demonstrated crosswind component. (True of False)

- True

20. What are the minimums for flight visibility for student pilots for day and night operations?

- 100m

21 You are on a solo cross country flight from Airport A to Airpot B. While midway you call flight service for an update on weather at Airport B (your destination). The report indicates that winds there exceed the demonstrated crosswind component of your aircraft. Winds at an airport near your current location are favorable however. May you land at this closer airport? What regulation allows or does not allow you to land here?

- How should I know?

25. When approaching an airport with an operating control tower, at what distance should you call the tower?

- 100 nm

26. When approaching an airport w/o an operating tower, at what distance should you call unicom for an airport advisory?

- 600 nm

27. What is the required fuel reserve for flight in an airplane under day VFR conditions?

- 3 minutes

29. During your preflight you notice the vacuum pump is inop. Can this aircraft be operated under VFR? If so, what actions must you take before flight?

- No, we need the vacuum to clean the airplane mid flight

30. (same as 29 but this time the magnetic compass has leaked fluid and is inop)

- Yes who needs a compass?

35. AN Aircraft is flown in a turn at 60 degrees of bank without losing altitude. What is the effect on stall speed (% change)?

- 66%

40. How many fuel drains are there in a 152 and where are they located?

- 600 in the engines

48. What is the takeoff run and distance to clear a 50 foot obstacle on a takeoff from a sea level airport w/ calm winds and temp = 20* Celsius? (And how do you do this?)

-3300 meters, My 747 POH

49. What are the time, fuel, and distance figures for a climb to 6500 from sea level on when the temperature at sea level is 30* Celsius?

- 100 min 100 liters 100 nm

51. What is the rate of fuel consumption for cruise flight at 75% power?

- 70l/h

52. What is the maximum range of a cesssna 152 when flown at 65% power at 5500 ft on a standard day (assuming 30 minutes reserve fuel at 65% power and calm winds) (and how do you do this?)

- 5,500 nm

53. What is tha max endurance for a cessna 152 when flown at 75% power at 6500 ft on a standard day (assume 30 minutes reserve fuel at 75% power and calm winds) (and how do you do this?)

- 6000000 minutes

57. What are the indications of alternator failure in a 152?

- nice, high positive indication on the ammeter

58. What actions should be taken if alternator failure is suspected?

- Turn on all available electronic devices on the aircraft. E.g Turn on all lights, radios, etc

61. What is the landing roll and total distance over a 50 foot obstacle for landing at an airport at sea-level on a standard day with no winds in a 152? (And how do you do this?)

4000 meters

The above questions are very basic... And you should know them all... Your going to kill yourself one day, because you lack sufficient knowledge to even operate a simple C152

Compared to the opposite explanations of light plane accidents, the variety of aircraft is basically a non-existent element. The largest motives of accidents are continuing flight into inclement weather, running out of gasoline or fuel mismanagement, enabling carb ice to kind, failing to keep manipulate of the aircraft (stall/spin at low altitude), and overloading the plane. All of those fall below 'pilot error'. The largest cause of fatalities are the inappropriate moves by way of the pilot within the face of an emergency. Turning again to the discipline at low altitude with an engine failure, no longer controlling the plane except affect, now not performing the correct tactics for engine failure. The Archer does have the 'cool' aspect constructed in seeing that it's a spinoff of the Cherokee, a airplane designed in 1960 to appeal to a new iteration of jet pilots. But getting on and off the wing, squeezing every person inside and outside the one tiny door (double the individuals, half of the doorways as a 152), baking in the solar, getting soaked in the rain, melting within the cockpit for lack of ventillation, and having your view downward spoiled by means of wing does get just a little old after a while. Pipers simply land distinctive than Cessnas. Tin can Pipers have laminar float wings, small flaps, and constrained elevator (stabilator) authority. This implies they approach moderately turbo than similar Cessnas (much faster than a 152), and also you get better results via 'flying them on' as an alternative than the appropriate Cessna landing which is to lessen vigor to idle and quite simply attempt to avoid it from landing. However many pilots take 'flying it on' a bit of too actually and land on the nosewheel and either porpoise or groundloop. The Cherokee derivatives and the Cessna Cardinals both have volumes of accidents like that. Stall speed are larger and a crash touchdown will favour a 152 considering the fact that of its small dimension and massive flaps. Kinetic energy varies as the square of the speed, so even 10 knots makes a enormous change. Nonetheless. The fundamental a part of your flight training is your trainer. I'll take a pilot who flew on historic aircraft with a excellent instructor instead than the other way round. Some of those old planes, like the Aeronca Champ and J3 Cub, would alone train you more about flying than any spam-can tricycle apparatus aircraft filled with electronic candies might ever do.

Sorry dogchow, but i am with the rest of them here.

If i was your instructor and you could not show me where the fuel drains are then A) you have not been paying attention because you have done this every time you went for a lesson and B) i have failed miserably as your instructor.

based on your questions and lack of knowledge about things you should not even need to look up you are not ready to solo.

if you don't know these you're not ready to solo.

the answers are variously in regulations you should already know, the 152 poh, and general aviation knowledge.

later: a couple of the questions are wrong anyway. you would notice number 29 during runup, not preflight.

number 1 was the first oral question on my flight test...

still later: questions like 25, 26 and 27 are highly applicable to even a first solo. what if there's an incident at your home airport and you have to divert? you need to know this stuff, and you won't be able to look it up while you're in the air. question 27 may also be overridden by school policy; the school i fly with require a larger reserve than transport canada do.

Agreed. You should feel stupid. It is 100% your responsibility to answer these questions yourself. In fact, in order to solo, you are legally required to know this stuff. If you cannot do it without help you are NOT ready to solo. If you do not know where or how to find the answers your instructor has not done his / her job or you have not paid adequate attention. You need to consult the FAR / AIM, the C-152 Pilots Operating Handbook, and probably also the Pilots Handbook of Aeronautical Knowledge. The examiner could ask any of those questions on your flight test and you will absolutely fail if you do not know the answers, where to find them or how to calculate them. Aviation is unforgiving of incompetence asd laziness.

Yes, you should feel stupid . If you don't know the answers to these questions, you haven't been paying attention during your training and you're NOT ready to fly solo.

Answers to your questions can be found in the aircraft POH, the FAR/AIM and various FAA publications. I suggest you study some more, or tell your instructor you're not ready.

filled answer sheet from Y!A does NOT qualify as a book for open book exam.

find those answers in your POH and FARs, and pluck stickies to the relevant paragraphs