Weekend intensive ground school from Private Pilot through Commercial, plus comprehensive CFI, CFII, and MEI instructor guides — every lesson built directly from FAA Airman Certification Standards.
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Weekend intensive courses from Private Pilot through Commercial, plus in-depth CFI, CFII, and MEI instructor guides that double as advanced study material for any rating. Every lesson built directly from FAA Airman Certification Standards.
For PPL Applicants
Weekend intensive ground school covering regulations, weather, navigation, aircraft systems, and airspace. Written test prep, oral exam readiness, and aeronautical decision-making — all mapped directly to the Private Pilot ACS.
For IR Applicants
Weekend intensive covering IFR procedures, instrument approaches, en-route navigation, aircraft systems, and emergency operations. Oral and flight test prep built directly around the Instrument Rating ACS.
For CPL Applicants
Weekend intensive covering all commercial areas of operation — maneuver standards, 14 CFR Part 91/119 regulatory requirements, and commercial decision-making frameworks. Mapped task-for-task to the Commercial Pilot ACS.
Instructor Cert Prep & Advanced Study for All Ratings
Comprehensive instructor guides covering CFI, CFII, and MEI certification — teaching methodology, asymmetric flight, lesson planning, and DPE evaluator standards. Also used as advanced reference material for IR and CPL applicants.
Comprehensive, ACS-aligned lesson guides for ground school prep — oral Q&A, risk codes, skill codes, and examiner references built into every lesson. Instant digital download.
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Every EGH Aviation lesson follows the same structure — so you always know exactly where you stand against the examiner's standard.
Choose the certificate you're preparing for. Each track is independently structured with no prerequisites between courses.
Lessons are organized exactly as they appear in the ACS — by Area, then Task, then element. No guessing what's testable.
Every lesson explicitly maps to ACS risk (R-codes) and skill (S-codes) elements — the exact standard your DPE uses.
Each lesson ends with examiner-style oral questions and model answers, mirroring the format of a real practical test.
Every EGH Aviation lesson follows this structured format — objective, rules, risk factors, oral Q&A, and ACS element codes.
PTS Reference: FAA-S-8081-9D · Area II, Task A — Navigation Equipment
By the end of this lesson, the CFI-I applicant will be able to teach a student pilot to identify, explain, and operate the full suite of aircraft navigation equipment — VOR, DME, ILS components, ADF/NDB, GPS with WAAS, and RNAV systems — including signal generation, service volumes, error sources, receiver checks, regulatory requirements, and integration into IFR procedures.
Instructional knowledge must be deep enough to teach in any certificated instrument aircraft, regardless of whether navigation is presented on a CDI, HSI, MFD, or PFD. (Bloom's Analysis / Application level.)
Estimated Ground Time: 2.5 – 3.0 hours (Section 2 only)
How does a VOR generate radial information? Walk me through the signal physics.
The VOR transmits two 30 Hz signals. The first is a reference signal with constant phase, broadcast omnidirectionally and FM on a 9,960 Hz subcarrier. The second is a variable signal whose phase rotates around the station 30 times per second, AM. At magnetic North, the two signals are in phase. As you move clockwise, the variable signal's phase lags proportionally to your radial. The receiver compares the two phases and displays the radial — 360 unique radials, one per degree. (IFH Ch.9, p.9-7)
A student is on an RNAV(GPS) approach with WAAS. After the FAF the annunciator changes from LPV to LNAV. The student is at the LPV decision altitude. What do you teach them to do?
Immediately apply the LNAV minimums (MDA) on the same chart — typically 200–300 ft above the LPV DA. If the aircraft can level off at the LNAV MDA in time, continue as a non-precision approach using altimeter and distance-to-WP for step-down monitoring. If level-off is not possible (already below LNAV MDA), execute the missed approach immediately. Teaching point: WAAS minimums are tied to the annunciation, not the briefing. A change mid-approach changes your applicable minimum. (AIM 1-1-18; AC 90-107)
Explain the four major VOR errors and the regulatory tolerances for the 91.171 receiver check.
Errors: (1) Site error — structures or terrain near the transmitter, small but predictable. (2) Course scalloping — reflections from terrain cause needle oscillation, mostly in mountains. (3) Cone of confusion — signal unreliable directly overhead, ~60–90 sec at typical speeds. (4) Receiver bearing error — small, cumulative. Regulatory tolerances (91.171): VOT ±4°; ground checkpoint ±4°; airborne checkpoint ±6°; dual VOR cross-check ±4° between receivers. Check required within preceding 30 days for IFR; logbook entry required — date, place, error, signature.
Walk me through how a WAAS correction message is generated and reaches the aircraft.
Four steps: (1) WRS — ~38 Wide Area Reference Stations across CONUS receive raw GPS signals. (2) WMS — Wide Area Master Stations compute ionospheric, ephemeris, and clock corrections plus integrity bounds per satellite. (3) GUS — Ground Uplink Stations forward corrections to geostationary (GEO) satellites. (4) GEO — broadcasts the WAAS message on the same L1 GPS frequency; any WAAS-capable receiver applies corrections to its position solution. End-to-end latency ~6 seconds. Typical result: horizontal accuracy <1 m, vertical <1.5 m, with integrity suitable for LPV approaches. (IFH Ch.9, p.9-30; AIM 1-1-18)
The following objective elements from FAA-S-8081-9D, Area II, Task A are addressed in this lesson. The evaluator will probe instructional knowledge of each.
Navigation Systems
GPS / RNAV
Weekend intensives and one-on-one sessions available. Pick a time directly below — no back-and-forth required.
Practical guides, regulatory breakdowns, and technique deep-dives published weekly for advancing pilots.
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