Today, I arrived to get some questions answered from the previous talks during the Intro flight. The next thing we covered was the syllabus. He went over everything he was required to teach and other things he thinks are necessary to become a safe pilot.
We then covered weather information. I called 1-800-WX-BREIF and had to state the following:
We talked about weather some more. He let me know that a 2 degree spread of temperature and dewpoint was an indication fog during twilight. We would be training at altitudes up to 3000 feet. Above 3000 feet we would fly +250 or +750 depending on direction to avoid normal VFR and IFR flight altitudes. We also discussed carburetor ice, and how 68 degrees F was the ideal temperature for accumulating it. He stated that it can occur between 50 and 104 degrees and over 50% humidity. The 104 degree carb ice was from personal experience.
Moving forward, I should keep a fuel burn history, measuring my fuel before and after each flight. If I find that I'm burning 10.5GPH I should round up, and if I measure 10.5Gal, I should round down, considering worst case. Also, we won't fly if the visibility is less than 7nm, if it is a bright day but hazy or if there is greater than a 12kt crosswind component.
My instructor covered the 3 biggest factors that cause accidents. While en route, they are fuel starvation, weight and balance, and distractions. While in the pattern, they are fuel starvation, weight and balance and airspeeds.
My instructor covered the necessary items that I should have. These included a fuel dip stick for the Make/Model plane that I will fly, a POH, and a log book, plotter and E6B, which I already have. I should also obtain a copy of the FAR/AIM, Aviation Weather, Practical Test Standards, Private Pilots Handbook and Flight Training Handbook. He also discussed headsets. I have a Sigtronics S58S in shipment.
We went out to the plane and did a preflight. He described everything that needed to be done and showed me what to look for. Bird nests are a big deal, so he told me to look for straw. There was an AD out for the alternator bolts so he showed me how to check to make sure they were tight during preflight. We also went inside the cockpit where he had me adjust the instruments and set the radios and transponder, along with the creature comforts. He told me that when starting the engine, I should look for a peaked + reading on the Amp meter which would indicate that the starter is stuck on, where the engine is using the starter to charge the system. I am to let the engine run for about 4 minutes and ensure there is oil pressure. If none, shut down and restart and if still none, don't fly. He informed me that the three instruments that will lie to me most often are the trim indicator and the two fuel guages.
We went over the checklists also and I've created some using the POH as a standard.
I need to know read many FARs before I solo, to include FAR subpart C, 61.87(a) through (c), and (l) through (m), 61.89, 61.93(a) through (e) and 61.95.
I am scheduled for the following training days: