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The Complete Advanced Pilot (eBook PDF)

Fifth Edition   by Bob Gardner

Comprehensive textbook for pilots preparing for the Instrument rating and Commercial certificate, simultaneously.

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“If the Airline Transport Pilot certificate is the Ph.D. of aviation, the Commercial and Instrument tickets represent the bachelor’s and master’s degrees.”

With this statement Bob Gardner defines the advanced pilot, and this is his textbook written for the many pilots who streamline their efforts by preparing for the instrument rating and the commercial certificate simultaneously.

An FAA Knowledge Exam is required for the instrument rating and the commercial certificate. Using these tests as the premise for learning, Bob Gardner applies practical information so readers are not only prepared for the exams, but also for the cockpit. He augments the required aeronautical knowledge by giving specific tips and techniques, checklists and mnemonic devices, and sound advice from personal experience. Each chapter concludes with sample FAA test questions, and a comprehensive glossary and index are included as well as useful aviation website links. This practical application of the FAA Knowledge Exam is not available in any other text!

With the author’s conversational yet concise writing style, readers will quickly grasp the subjects, pass the required tests and checkrides, and have an operational understanding of flight they can take to the cockpit as newly-minted commercial pilots operating under instrument flight rules (IFR).

Includes links to helpful resources on the internet for weather charts, full color examples of those weather charts, and more.

Also by Bob Gardner in The Complete Pilot Series:

  • The Complete Private Pilot
  • The Complete Private Pilot Syllabus
  • The Complete Multi-Engine Pilot
  • Say Again, Please: Guide to Radio Communications


Part Number ASACAP5PD
ISBN 9781619540866

AuthorBob Gardner
ISBN978-1-61954-086-6
EditionFifth
Page Count520 pages (print edition)
IllustrationsMore than 400 drawings, charts, and photos
IncludesReview questions for each chapter; full-color appendix on weather services;
glossary; index


Notes on Compatibility

ASA eBooks are for one person's use and can be read on up to five devices total using e-reader applications that are compatible with an Adobe ID. To read eBooks on more than one device, the e-reader applications on those devices must be authorized with your Adobe ID.

To create an Adobe ID, or to recover lost or forgotten ID information like your login or password, click HERE.

Installing an e-Reader application.

How will you use your eBook? Will you be viewing it only on your iPad or possibly on your computer and your Android Phone? Determine where you will view your eBook and use the links below to get started.

• For your Mac or Windows-based computer.
• For your iPhone, iPad, or iPod Touch.
• For your Android tablet or phone
• For your Kindle Fire.


✉ Click here to Email your question to ASA.

For Instrument Pilots
The FAA has recognized the advancements in electronic training device capability and has relaxed some regulatory requirements in order to encourage their use for training and proficiency. It will no longer be necessary to have an instrument instructor present when an instrument-rated pilot uses an aviation training device (see Advisory Circular 61-136A for definitions) to maintain currency; to log ATD time toward a certificate or rating, an instructor must be present and must endorse the pilot�s logbook.

For Commercial Pilot Applicants
Good news for commercial pilot applicants: They will no longer have to search around to find a complex airplane (retractable gear, flaps, and a constant speed propeller). They may instead provide a Technically Advanced Aircraft (TAA) with these design features: Advanced automated cockpit including a Primary Flight Display and independent Multifunction Flight Display and autopilot. TAA�s may also have automated engine and systems management.

Updates!
Be sure to check out the most current information available for FAA Knowledge Exams [www.asa2fly.com/testupdate] and FAA regulations and procedures [www.asa2fly.com/farupdate]

Minimum Vectoring Altitude
Enroute controllers can clear IFR flights to altitudes below the published Minimum Enroute Altitude down to the Minimum Vectoring Altitude if the flight has an approved GNSS system. This will help those pilots who are picking up ice and wan to descend below the published MEA. Be sure to include G in block 10 of the ICAO flight plan form. This latitude is not available to flights using VOR for enroute navigation.

Graphical Forecast for Aviation
Made operational in April 2017, the Graphical Forecast for Aviation made the textual Area Forecast (FA) for the Continental United States obsolete. As of 10 October 2017 the textual FA will no longer be produced. Area forecasts for non-CONUS areas are not affected. There are no FA questions on the knowledge examinations. The Graphical Forecast for Aviation is a treasure trove of information for pilots. From www.aviationweather.gov select GFA Tool under the Tools tab, click on Info in the upper right corner to read a description of this product and view a video on its use.

The Airman Certification Standard (ACS)
The Airman Certification Standard now requires that an applicant announce to the evaluator the first physical indication of an impending stall; that would be the "burble" felt in the yoke as disturbed air reaches the horizontal stabilizer.

Tailplane stall stall is a fairly new subject that is not well understood even by instructors.
This video explores the subject.

Instrument students will find a gold mine of practical information on flying in the system by searching YouTube. They will see the instruments, hear the pilot and controllers, and watch the approach develop on a moving map. Try www.youtube.com/user/martinpauly as an example.

From the December 2016 issue of AOPA Pilot magazine:
"It's not available everywhere, but the FAA has approved the use of Swift 94UL for use in engines that used to burn 80/87 or 91 octane fuel. The new fuel does not smell like gasoline and is transparent in color."

Digital Chart Supplement (d-CS)
The FAA has announced that it will publish telephone numbers for some ATC facilities that provide IFR clearances and cancellations of IFR flight plans via the phone in the Chart Supplement (formerly known as the A/FD). FAA planned to begin implementation of the change on October 1, 2016 and complete the process by June 30, 2017.

Transponder Use by Aircraft On Airport Movement Areas
Keep your transponder ON and in altitude-reporting function at all times, including movement on an airport surface area. Turning it to STBY is no longer recommended or required. SAFO 15006

Instrument Simulator Training Update:
The FAA has recognized advances in training device technology by increasing the number of hours in training devices that count toward the instrument rating requirements:

Sec. 61.65 Instrument rating requirements

See Advisory Circular (AC) 61-136A (available at www.faa.gov) for details on approvals. Note: Hours logged in Basic ATDs (BATD) are still limited to 10.

NOTAM Search
Pilots now have instant access to Notices to Airmen. They can select a location or define a route with airport identifications. Visit NOTAM Search to try it out.

What does "performing the duties of pilot in command" mean, and how is it logged?

As the number of technically advanced aircraft entered the training fleet increased, the insurance industry became concerned about pilots in training for the commercial pilot certificate flying solo without having met the minimum time-in-type requirements for insurance coverage. The FAA met this challenge by re-writing 14CFR61.129(a)(4) to provide for an instructor to accompany commercial students while allowing the students to log the time as solo flight time.

How is this time logged? Very carefully! First, because the student is not receiving instruction it cannot be logged as dual instruction received. Assuming that the student has a private pilot certificate and is the sole manipulator of the controls, he or she can log the time as solo and PIC, and count it toward the 100 hours of PIC time required by 14CFR61.129(a)(2). The logbook entry should accurately reflect the provision under which the flight time is logged. The instructor should scrupulously avoid providing any training whatsoever and should put nothing in the students logbook.

The ride-along instructor, if rated for the aircraft, may log all of the flight time as PIC under the provisions of 61.51(e)(3). If either the instructor or the pilot performing the duties of PIC has the appropriate category, class, and type ratings (if applicable), either can act as PIC; the instructor is not required to act as PIC.

Reference: Office of the General Counsel letter to Jared Kuhn, 20 February 2014.

www.1800wxbrief
The new and best way to access any government information (charts, airport information, weather, etc) is to go to www.1800wxbrief and register. The weather information provided is a supplement to, not a replacement for, www.aviationweather.gov. Filing ICAO format flight plans is made much easier, as is opening and closing flight plans. Set aside some time to fully explore this site's offerings

Pilot Tip Card
Print this out, laminate it if you can, and keep it with your flight planning materials.

The Aviation Weather Center has changed its format. On its home page you will see tabs for "What's New" and tutorials. If you want to stick with the old format, click on About and select Legacy. Some things never change, however...the old-fashioned black-and-white weather charts used in the computer supplement to knowledge exams can still be found under Standard Briefing. To stay abreast of changes in weather products, go to www.aviationweather.gov/news.

Draft AC 61-136A
The FAA is revising its Advisory Circular on training devices, and in the process is clearing up some gray areas with regard to the logging of training device time and the use of training devices for currency, etc. The link takes you to aviation author/CFII Bruce Williams' blog page announcing the revision. Keep in mind that these are proposed changes, not yet finalized by the FAA. However, Bruce's analysis of the changes should prove valuable to those pilots working toward their instrument ratings.

TAF Reminder
The forecasters who develop TAFs are familiar with the area around the airport they are forecasting for...they know the terrain and other local influences. Relying on a TAF for one airport while operating out of another leads to forecasters being blamed for a pilot's error.

Safety Pilot—The Office of the General Counsel has released a ruling that clarifies a situation that has been cussed and discussed for decades, and it seems that the conventional wisdom has been wrong. The question is this: Does a person acting as safety pilot for an instrument-rated pilot using a view-limiting device for practicing instrument flight in visual meteorological conditions need an instrument rating? The OGC says that the safety pilot needs only a private pilot certificate (or higher) in category and class. No mention of an instrument rating. The OGC ruling makes it clear that the safety pilot is not a required crewmember in an airplane certificated for one pilot, and cannot be considered as a second-in-command. The ruling offers one small comfort to safety pilots: during the period that the pilot at the controls is wearing a view-limiting device the safety pilot may LOG second-in-command time...the rest of the time he or she is a passenger. Don't try slipping those logged SIC hours past a job interview or on an insurance application.

Accident Case Study—In Too Deep
Instructors try their best to teach their students to respect the weather and that still, small voice that says "This is a bad idea." This video, from the Air Safety Institute, makes this lesson better than I could.

NWS Weather Matrix
Every pilot wants to know more about weather. This matrix, published by the National Weather Service, can help.

Thunderstorms
Whether you are instrument rated or limited to visual flight rules, you need to know as much as possible about thunderstorms, cockpit displays, and how ATC can help. This lengthy discussion is well worth watching.

NTSB Issues Safety Alert
NTSB Issues Safety Alert to Pilots on Limitations of In-Cockpit Weather Radar Displays

Known Icing Conditions
The subject of flight into "known icing" or "known icing conditions" has fueled hangar flying sessions for decades. At long last we have a definition from the Office of the General Counsel. It is no longer an objective rule, giving pilots strict boundaries to adhere to, but is now more subjective...relying on what a "reasonable and prudent" pilot would do. Two things to remember: controllers are not ice police and don't care whether your plane is certificated for flight in the ice or not, and just saying the word "ice" will get you all kinds of help from the ATC system. Unless you have an accident, that's the last that you will hear about it.

Skew-T Diagram
For a more detailed description of the "Skew-T", read this article by CFII/meteorologist Scott Dennstaedt.

AVWX Workshops
Former meteorologist and current CFII Scott Dennstaedt has made several of his short videos on weather subject available on YouTube.Check them out.

Miscellaneous FAQs and More...
Is this legal, or do I need a Commercial Pilot certificate?" This article will help.

A new addition to some airport diagrams.
Wonder what that black block with the capital "D" on some airport diagrams means? A Reversed capital D indicates that declared distance information is available.

Runway Incursions
The FAA released a new Runway Incursion Appendix to the Pilot's Handbook of Aeronautical Knowledge (dated April 2012). It updates the airport signage and runway markings information found in the current edition of The Complete Private Pilot and you can download a free copy of it.

Runway Incursions Video
This YouTube Video is a learning tool—and example of the importance of maintaining situational awareness, risk management, and resource management. Air traffic controllers are not super-humans and mistakes can happen. Pilots need to remain pilot in command at all times.

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