WIFA Private Pilot Ground School 141
Private Pilot Ground School (141 Program)
Dec 1 – 3.0 Aerodynamic Principles
Dec 3 – 1.0 SFRA Procedures
Dec 8 – 2.5 Airplane systems
Dec 10 – 3.0 The Flight Environment
Dec 15 – 3.0 Communications and Flight
Dec 17 – 3.0 FARs
Dec 22 – 3.0 Meteorology
Dec 29 – 3.0 Interpreting Weather Data
Jan 5 – 2.5 Human Factors
Jan 7 – 2.5 Airplane Performance
Jan 12 – 3.0 Navigation
Jan 14 – 2.0 Planning a cross country
Jan 19 – 3.0 Review for finals
Class will meet each evening from 6:30 PM to 9:30 PM. Students should plan on being there each evening for 3 hours. Some nights may be shorter depending on how quickly we can cover the required material.
Price will be $475.00 plus books and supplies
Flymall October 2015 Newsletter
Welcome to the Kraemer Aviation/Flymall October 2015 newsletter.
We are pleased to announce that we have teamed up with the Washington International Flight Academy at the Montgomery County Airpark. Harry will be overseeing the flight school and developing new programs. Harry will also be working with the FAA in developing more FAA approved training programs for the flight school.
If you have not seen our post about a flight from Israel to Maryland in a Cessna 172 you can read it by clicking here. A flight that takes you from the Middle East, across the Mediterranean, Europe, the north Atlantic, Canada, and down the east coast of the United States.
We have numerous used aircraft for sale ranging from a biplane for under $10,000 to a couple of high performance Mooney aircraft. View our used aircraft section for our listings.
If you know of anyone needing an appraisal on their modern or classic aircraft (including warbirds), classic or collector car/motorcycle, or other vehicle send them to us. We pay referral fees to folks that send us business. Click here for our appraisal page and for more information on our appraisals.
Winter is typically the time we clean out the hangar or garage. If you plan to do some cleaning this winter and have items to sell let us list them in our online store for you for free. Our store has over 20 categories ranging from automotive, motorcycle, aircraft parts, antiques, and more. Click here to visit our store – click on the store tab on the left navigation bar.
For more updates between newsletters you can like or follow us on Facebook by clicking here. Hope to see you at some of the wheels and wings events in the mid Atlantic region. You can view our calendar to see where we will be by clicking here. And for other events visit our events calendar by clicking here – with over 25 categories there is something for everyone.
Instrument Checkride Aug 2015
Oral
– Starts out with standard paperwork review – and he will review every single thing required! Written signoff, written test report, instructor signoff of wrong answer review, practical signoff, DL, PPL, IACRA, etc, etc. He’ll also check your ARROW docs and your IFR required docs including pitot statics and VOR checks.
– All his questions come directly out of ASA’s Instrument Pilot Oral Exam Guide by Michael Hayes. He’ll literally sit right in front of you and flip through the book and cherry pic questions to ask you so I recommend you read this book several times over! He picks 10-15 questions from each of the 5 major sections. He asked about when an instrument rating is required, recency of experience, grace periods and IPCs, safety pilots, logging time, fuel req.s, ARROW, GPS database updates, EFBs, how to file and pick up IFR in the air, alternate req.s, diff types of NOTAMS, best way to get a briefing (FSS), various questions about the pitot static system instruments and errors, most important speed (groundspeed), power source for attitude and DG (vacuum). He keeps the questions specific to the airplane instruments that you are going to use (ie did not ask me a single question about EFIDs since I was flying steam gauges). He asked about 3 types of ice and how to avoid icing conditions (FL forecasts, winds aloft, PIREPs), diff types of fog, he’ll tell you it is Monday and you are planning to fly on Friday how do you start your weather planning and how does it change throughout the week as you get closer to departure time, also diff types of sigmets and airmets and what each one reports.
– For departures he’ll give you a TPP and ask you to look up a specific SID and explain it to him in detail including takeoff mins (even though part 91 has none but also ask what is prudent and what your personal mins are?), also asks how to calculate min climb or look up in table, and VOR checks.
– For en route he’ll ask you to take out the en route low altitude chart and show him the preplanned route that he gave you to plan and fly (KFDK D EMI V268 KHGR V501 KMRB D KFDK), then he’ll start pointing at various symbols and numbers on the map and ask what each one means (including TK routes for helos), and the definitions for each of the altitudes (MEA, MOCA, etc), also asks about reports to ATC, VFR on top, and lost comms (don’t forget to check the squelch!), oxygen req.s, and six skills of SRM (CARATS), rec procedures for TS penetration, he’ll also give you a blank piece of paper and ask you to draw out how VORs work, radials, TO, FR, etc., he’ll also ask about flying through P and T areas since the course he gave you would take you through P-40.
– For the arrival section he’ll ask to see approach plates at each destination and ask you to brief them in detail including where the highest obstruction is, the importance of info in the pilot briefing box, diff between DA and MDA, LNAV, LNAV/VNAV, and LPV, what the minimums are and what AGL each gives you, which runways have which lighting systems.
Practical
– you’ll be responsible for all actual comms with ground, tower, etc except he’ll be acting as clearance delivery and ARTCC. You’ll start off as planned flying direct to EMI, foggles go on at 500 AGL and will stay on for the remainder of the 1.6-2.2 hobbs time. Prior to reaching EMI he’ll give you vectors and then tell you to intercept and track V268 outbound from EMI. After a few minutes along V268 and prior to violating P-40 he’ll give you some more vectors and then clear you direct KMRB and ask intentions. You’ll get weather and then he’ll have you ask them for a practice ILS26 which you’ll fly to mins then go missed. You’ll do 1 complete course in the missed hold then give you direct KFDK. Enroute to KFDK he’ll take the controls and you’ll do some unusual attitude recoveries then he’ll tell you to resume own navigation (you’re probably going the wrong way initially after being upside downJ…JK), while direct KFDK again he’ll ask intentions where you’ll get weather and then request practice RNAV Y 23, he’ll give you vectors to eventually put you on to one of the IAFs, you’ll fly this down to mins again and go missed again. This time prior to reaching the missed you’ll break off with vectors and ask you to set up for the VOR-A at which time you’ll find yourself on partial panel. You’ll fly this approach outbound through the published procedure turn and then back inbound and down to mins all on partial panel and then to a full stop. Use the GPS here to help identify NIORT INT if you plan to use it otherwise the cross radial off EMI is probably blocked by surrounding terrain. If you fly with iPAD, ForeFlight, and Stratus you are allowed to use them for situational awareness intermittently.
Private Pilot Checkride Oct 2015
October 2015 Checkride:
Oral – Very few straight knowledge questions, though quick, direct, simple answers were appreciated for those. Offered reasonable use of FAR/AIM, AFD, kneeboard, etc. if needed though I did not use it. Most of the exam was scenario-based with topics pulled from blue book. In general he wanted to know the practical implications of the topics discussed. For example, discussing torque and yaw effects he wanted to know that, ultimately at low speed, high power / AOA during a maneuver like a soft field takeoff they can cause a plane to veer off dangerously if not anticipated and managed. He was looking for a solid grasp of ADM and risk management, impact of environmental effects and weather, etc., and appropriate actions either through aircraft control or decisions. Items that N.L. seemed particularly pleased that I knew were:
VFR altitudes start above 3000 foot AGL
Configuration and limitations for P-40 / R-4009 / TFR
60nm SFRA training requirements and markings for such on sectional
G limits for aircraft categories
Why there are reduced cloud clearance requirements in Class B
Flight portion- 1st leg of XC flown starting from climb-out; did not climb to cruise altitude first. He was not overly concerned about timing to checkpoint., however I has already indicated that a recalculation was needed to account for lower ground speed climb and estimated new ETA. He asked me a couple of times to identify where we were on the chart, usually while we were near a prominent feature (like a mountain ridge). At first checkpoint, diverted to MRB via VOR. This was very simple as I was already tuned to the radial which was being used to help identify the checkpoint. After visually identifying MRB, turned back towards KFDK and began maneuvers in training area between the ridges. Executed one set of clearing turns prior to slow flight, after that maneuvers were used to maintain a clear area.
We did the following:
Slow flight with turns
Stall in landing configuration
Imminent stall in takeoff configuration
Steep turns
Emergency descent (What would you do if the engine caught fire at altitude)
Goggles and unusual attitudes
Turns about a point
Return to KFDK for a normal full stop landing. Examiner did not limit use of avionics for return.
Soft field takeoff
Short field landing, touch and go
After some circling directed by the tower due to traffic, came in for an engine out approach. I identified that I was high, floating long and while slipping in opted to go around rather than force it down. Engine out landing.
Private Pilot Checkride – flight portion
For the flying part of the exam show the examiner how the seats and doors work. Ask how they would like to handle things if we had a real emergency in flight. The examiner should tell you if he/she were going to take the controls. Suggest that during a real emergency that whoever was not at the controls would help with checklists and radios. You may do a soft field or short field take off. Be prepared to do steep turns. Under the hood you may fly some headings and altitudes. You will probably do some unusual attitudes. Next are the stalls. For the power off you should put the plane in landing configuration then stall. For the power on stall you should get into take-off configuration and do the stall. At Frederick you may overfly the airport at 2500 feet and then the examiner may fail the engine abeam the numbers and ask you to put it on the numbers. Remember that safe is better than right on the spot. This may turn into a go around. You may do a short-soft field landing.
Private Pilot Oral Exam
Here are some notes from a private pilot oral exam as recalled from the pilot that took the check-ride.
Be able to tell the examiner what equipment, documents, and inspections are required for the plane to be airworthy and what you as PIC need in your possession to fly legally. Know and understand what is required in terms of currency requirements to take passengers. Know the night and day take off and landing currency, and BFR requirements. The examiner may draw a circle with a wind direction arrow next to it to symbolize turns around a point and ask where the angle of bank would be steepest and where it would be most shallow and be able to tell the examiner at what point your ground speed would be maximum/minimum. What do you if you find an F-16 alongside you? For this question know the intercept procedures. What frequency would you tune in to try to communicate (121.5) with them and what should you do with your transponder (7700). What would you do if you were flying along and saw red and green lights shining at you from the ground? An answer may be to assume that you busted the SFRA and that you would turn 180 and head back to land at the nearest airport outside the SFRA.
A Remarkable Trip in a Cessna 172 – Israel to Maryland
How do you get a Cessna 172 from Israel to Maryland? Well if you are a pilot, you fly it! A flight that takes you from the Middle East, across the Mediterranean, Europe, the north Atlantic, Canada, and down the east coast of the United States. Click on the picture below for a larger view.
Here are the details on the trip.
Haifa, Israel (LLHA)
Rhodes, Greece (LGRP)
Corfu, Greece (LGKR)
Naples, Italy (LIRN)
Corsica, France (LFKB)
Avignon, France (LFMV)
Paris, France (LFOB)
Norwich, UK (EGSH)
Wick, Scotland (EGPC)
Reykjavik, Iceland (BIRK)
Narsarsuaq, Greenland (BGBW)
Goose Bay, Canada (CYYR)
Sept Iles, Canada (CYZV)
Bangor, Maine (KBGR)
Gaithersburg, Maryland (KGAI)
An additional fuel tank (30 gallon ferry tank) was installed in Scotland in order to cross the Atlantic
The Atlantic crossing (over water) was three legs and took three days. This was about 20 hours.
The entire journey was 5600NM and 55 hours.
Flying a Cessna 172 from Israel to Maryland
Cessna 172 from Israel to Maryland
Haifa, Israel (LLHA)
Rhodes, Greece (LGRP)
Corfu, Greece (LGKR)
Naples, Italy (LIRN)
Corsica, France (LFKB)
Avignon, France (LFMV)
Paris, France (LFOB)
Norwich, UK (EGSH)
Wick, Scotland (EGPC)
Reykjavik, Iceland (BIRK)
Narsarsuaq, Greenland (BGBW)
Goose Bay, Canada (CYYR)
Sept Iles, Canada (CYZV)
Bangor, Maine (KBGR)
Gaithersburg, Maryland (KGAI)
A fuel tank (30 gallon ferry tank) was installed in Scotland in order to cross the Atlantic
The Atlantic crossing (over water) was three legs and took three days. This was about 20 hours.
The entire journey was 5600NM and 55 hours.
Flymall End of Summer Newsletter 2015
Welcome to the Flymall.org/Kraemer Aviation end of summer newsletter.
For the team at Flymall.org it has been a busy summer. We sold a million dollar aircraft to one of our long time clients. And our own Pat Kraemer earned her flight instructor certificate.
Our wheels and wings business continues to grow along with our web site. On the wheels side we continue to show our collection of rare three wheel vehicles. Our 1912 AC Delivery is always a big hit at the shows usually bringing home a first place award. For more information on this vehicle and other vehicles in the collection visit our car show page.
Summer is ending and fall is just around the corner. There are still lots of outdoor activities to do before it gets too cold. Visit our events calendar to find fun for the entire family.
If you are in the market for a used aircraft we have just under 1 million dollars in inventory ranging from a bi-wing aircraft for under $10,000 up to a high performance Mooney for under $300,000. Visit our used aircraft inventory page for all of our listings.
If you have a collector car or motorcycle to sell, give us a try. We have sold numerous collector vehicles for our clients on our wheels and wings site Flymall.org. We can also provide you with an appraisal on your vehicle before you sell or purchase. Visit our appraisal page for more info.
Hope to see you around the airport or at a local car/motorcycle show. To see where the Flymall team will be you can visit our appearance schedule here.
Until our October newsletter you can get daily updates and follow us on our FaceBook page here.
Aircraft Appraisal N 5 6 2 7 7
Aircraft Identification
Make: PIPER
Model: PA-32-260
Serial No: 32-73XXXXX
Reg. No.: NXXXXX
Yr. Mfg.: 1973
Type of Aircraft: Single Engine Piston
Airframe Total Time: 4193.65 Hrs.
No. Landings: N/A
Cycles: N/A
Airframe Condition: Above average
Log Books in Aircraft Appear: Original and complete
Comments: The aircraft is stored in a locked hangar at the Frederick Municipal Airport (KFDK) in Frederick, Maryland. The current hobbs reading was 1117.2 and the current tac reading was 4193.65
Maintenance Status
Maintenance Annual Date: 11-07-2014
On Progressive Inspection: No
Comments: The aircraft log books are original, legible and organized. There are 2 airframe log books, one engine log book, and a prop log book. They are clear and fairly easy to read. There are many yellow tags that indicate repairs to installed components. The aircraft has both a Tachometer and a Hobbs Meter. The Tachometer is used to track maintenance items and the Hobbs is used to track pilot’s flight time. Aircraft total TACH time at time of inspection was 4193.65 hours. The tac and hobbs readings at the November 2014 annual were: tac 4189.45 and the hobbs was 1111.8. At the November 2014 annual the engine had 649.54 SMOH.
Time Life Limited Systems: No
Cycle Life Limited Systems: No
Comments: The Airworthiness certificate and Registration are located in a vinyl folder in pocket on the right side of the cockpit. Based on the November 2014 annual all ADs were complied with at that time.
Service Bulletin Status: Appear complied with
ADs Complied With: Yes
Estimated Cost for ADs Compliance: N/A
Tires Condition: Good
Type Brakes: Disk Anti-Skid: No
Exterior Paint Condition: Above average
Repaint Date: March 1999
Repainted By: Alphin of Hagerstown MD
Comments: The aircraft has been stored inside since it has been painted. The exterior paint is in very good condition. No hail damage was visible at the time of the appraisal.
Interior Condition: Above average
Cabin Configuration: Passenger
Cockpit Condition: Above average
Panel Layout: Good
Pressurized Cabin: No
Window Condition: Good
Comments: The cabin is in above average condition. The interior was redone at about the time it was repainted. There is little or no fading of the interior. The front and side windows are in very good condition.
Airframe Modifications
Date of Modification: Unknown
Modification: Upgraded instrument panel.
Damage History
Current Damage: There is NO accidents listed in the NTSB database for NXXXXX.
Historical Damage: None listed or noted in the airframe logs.
Engine & Props
Engine Manufacturer: Lycoming
Model: O-540 series
Engine Type: Piston
Engine Fire Detection: No
Engine Fire Bottles: No
Prop Reversers: No
Prop Type: Controllable
Propeller TBO: N/A Hrs.
Time Since Major Overhaul: 654 Hrs.
Engine Overhauled By: Alphin of Hagerstown, MD in November 1996. Recommended TBO: 2000 hrs
Comments: Compression check at last Annual was 72, 73, 72, 72, 76, 72.
Propeller Make: Hartzell
Number of Blades: 2
Overhaul Date: May 15 2008
Engine Modifications
None known or reported.
Known Maintenance Problems with Engine(s): None known
Estimated Cost to Repair:
General Engine Comments: Engine and propeller appear to be in good working condition.
Instrumentation
Full Panel: Yes
Dual Panel: No
Panel Configurations: Above average
Panel Condition: Above average
IFR Equipped: Yes
Comments: The cockpit has a Garmin 696 with a custom mount. The 696 is equipped with a XM receiver.
Avionics
King KX 155 NAV/COM
Narco COM 120/120
Terra TMA 340D audio panel
Piper Auto Control III auto pilot
Sigtronics SPA-600 intercom
Narco self contained VOR/OBS
Garmin 696
Narco AT150 transponder
Avionics master
The panel has an ADF indicator however no ADF receiver is installed
Additional Equipment
Dual Controls: Yes
Type: Wheel
Stall Warning System: Yes
Stick Shaker: No
Rotating Beacon: Yes
Strobe Light: Yes
Taxi Lights: Yes
Navigation Lights: Yes
Long Range Fuel: No
Fuel Qty: 25 gal main tanks & 17 gal aux tanks
Single Point Refuel: No
Toilet: No
Lavatory: No
Galley: No
Cabinetry: No
Other Equipment: The cabin layout is typical of a single engine aircraft with all forward facing seats. There are no brakes on the copilot side. The aircraft has a Midland AM FM cassette player mounted in the instrument panel.
Comments: The cabin was clean and appeared to be properly cared for.
De-Icing Systems
Known Ice System: No
Ice Lights: No
Prop De-Ice: No
De-Ice Type: None
Wing Tail Boots: No
Boots Condition: N/A
Windshield De-Ice: No
Windshield Wipers: None
Jet Intake De-Ice: No
Pitot Heat: Yes
Comments: This type of aircraft is not typically equipped for icing conditions.
Aircraft Appraiser’s Comments
This 1973 Piper Cherokee Six is in overall above average condition and appears to have been hangared for most of the time in recent years. It has 4193 total time on the airframe and 654 since major overhaul on the engine.
I conducted a NTSB Accident/ Incident Info and nothing was found for NXXXXX.
The only known item or equipment that is not functioning was the electric trim.
The last annual was in November 2014 and the last 91.411 & 91.413 certs were done in October 2013 by Landmark of Frederick.
This aircraft, NXXXXX, was personally inspected on 07-23-2015 by Harry Kraemer, at the Frederick Municipal Airport in Frederick Maryland.
Appraisal Computation
Many resources were used to calculate a fair market value for NXXXXX. All comparables, references, and other values (actual sale prices, etc.) are referenced in the Flymall Market Watch found at Flymall.org – click on the Market Watch tab on the left side. Under model select Cherokee Six and click on Search.
Click here for the Cherokee Six Market Watch data
Click here for the 1973 Cherokee Six Market Watch data
Click here for all pictures taken for the appraisal
At the time of this appraisal there were NO 1973 Cherokee Six 260 aircraft listed for sale online. There were numerous Cherokee Six 260 aircraft for sale. The asking prices ranged from a high of $110,000.00 and the low was $49,900.00 USD. These are “ASKING” prices used for reference only.
NXXXXX is considered a low airframe, low engine time aircraft.
The information herein has been prepared from many sources and believed to be correct.
An inspection and inventory was conducted by a physical examination of the external surfaces of the aircraft, cockpit and passenger cabin. It includes an inventory and assessment of condition of avionics, instrumentation and aircraft systems. No inspection plates were removed for internal inspection. Further, the logbooks and other aircraft records were carefully examined for compliance with FAA regulations relating to Airworthiness Directives, damage and maintenance history, along with other required inspections. All aircraft records were presumed to be authentic, unaltered, and signatures and inspections therein by persons designated and appropriately licensed. AD compliance was attested to by referencing the date of last Annual Inspection or other appropriate Inspection.
The appraiser hereby certifies that he has no personal interest in this aircraft identified in this appraisal or any bias toward any of the parties who may be involved in the resulting transaction coincident to this report. The appraiser fee is not contingent upon a predetermined value being reported or a percentage of the value being reported.
A visual inspection and log book analysis was performed 07-23-2015 and it is the opinion of this appraiser that the fair market value of the above aircraft is: $75,700.00 USD
Harry Kraemer
Senior Certified Aircraft Appraiser
Appraiser’s Credentials
Harry Kraemer is an industry trained appraiser for aircraft, vintage/classic automobiles, and motorcycles. Harry has been in the industry since 1978. He is a FAA licensed aircraft dealer (His company Kraemer Aviation Services holds the license). Harry has been involved in the aircraft sales/appraisal business since the 1980s. Harry will usually conduct an average of 100 appraisals each year. Such appraisals have been used in estate settlements, divorce settlements, and insurance claims. As part of continuing his education Harry has also served as a judge for industry related shows judging vehicles, aircraft, and motorcycles. Harry has received appraisal training from such companies as Cessna Aircraft and several worldwide appraisal organizations. Harry is also a member of the Association of Online Appraisers.
Harry is also an active pilot and Master Flight Instructor with over 8000 flight hours in over 130 different type of aircraft including jets, gliders, helicopters, blimps, ultralights, and more. Harry has also flown numerous WWII aircraft including the B17 and the B24. Before starting Kraemer Aviation Services in 2002, Harry held numerous senior management positions in aviation including: Assistant Vice President of a Part 91 and 135 Flight Department, Chief Pilot for a 135 operation, Chief Pilot of a Part 141 Flight School, and Aircraft Sales Manager for Frederick Aviation Inc.
Harry holds an Airline Transport Pilot (ATP) certificate and is a Gold Seal Flight Instructor with Instrument Instructor and Multi-engine Instructor ratings. Harry has the distinction of being the only instructor (out of approximately 84,000) to have ever held three Master titles from the National Association of Flight Instructors: Master CFI, Master Ground Instructor, and Master Aerobatic Instructor. Harry has received dozens of aviation industry awards including several from the Federal Aviation Administration.
Harry has published over 90 papers in over a dozen different aviation publications including: FAA Aviation News, Aviation Maintenance, Avionics Magazine, and IFR Refresher. Harry has served as a contributing editor for several aviation publications. Harry is also a research consultant for Gleim Publications. Harry served as an Aviation Safety Counselor for the Baltimore FSDO for over 15 years and currently serves as an EAA Flight Advisor for the Experimental Aircraft Association.
