- Aborted take-off
- Engine failure in flight
- Engine fire in flight
- No flap landing
- Engine failure in the pattern
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| Aviate, Navigate, Communicate. |
FAR §61.56(a) states that a flight review consists of a minimum of one hour of flight training and one hour of ground training. ... The authorized instructor must also endorse the pilot's logbook certifying that the pilot has satisfactorily completed the flight review.The purpose of the flight review required by Title 14 of the Code of Federal Regulations (14 CFR) 61.56 is to provide for a regular evaluation of pilot skills and aeronautical knowledge. AC 61-98B states that the flight review is also intended to offer pilots the opportunity to design a personal currency and proficiency program in consultation with a certificated flight instructor (CFI). In effect, the flight review is the aeronautical equivalent of a regular medical checkup and ongoing health improvement program. Like a physical exam, a flight review may have certain “standard” features (e.g., review of specific regulations and maneuvers).
The training must include a review of the current general operating and flight rules of FAR Part 91 and a review of those maneuvers and procedures that are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate. The authorized instructor giving the flight review has the discretion to determine exactly what maneuvers and procedures are included in the flight review.
In this case, the pilot was a seasoned aviator who flew a 30-minute cross-country flight to meet me at KVDF. He flies an LSA so planned for enough fuel to make the trip and to burn off enough to have us legal for the 1320# MTOW. We met in the FBO and sat down to discuss all things related to Light Sport Airplanes, the state of General Aviation and the future of SportCruisers and their limitations. Next, we pulled up the Miami Sectional and reviewed it in detail especially focusing on controlled airspace around Tampa. I pointed out my "nightmare towers" and talked about how the segment altitudes are defined. A few more questions about regulations and we were ready to go flying.
We went out to his airplane and discussed the preflight. How many turns to burp the engine? Should we be concerned about vapor lock? How do you dispose of fuel after you sump the tanks? When would you use the BRS? He started the engine and we taxied out.
My agenda looked something like this:
- Aborted take-off.
- Short field take-off over a 50' obstacle
- Steep turns
- Slow flight
- Power off stall
- Pattern entry
- Normal landing
- Short field landing
- No flap landing
