The Final Multi-Engine Post..

Oh it is a sad day... This will be my last required post on my multi-engine class.  I've really enjoyed the amount of new material that I've learned.

In my first blog post about this class I said that I hoped to learn about the systems, controls, and characteristics of multi-engine aircraft.  I most definitely have been able to do that.  Some of my favorite parts of this class were the group assignments, and the new information about systems and maneuvers.  I really liked the way that the different aerodynamics of multi-engine aircraft was explained.  Complex things seemed very intuitive to me.

I also enjoyed going into the Sim Center and flying the Seminole in the Frasca 142.  It was my first time using that simulator, and I was really impressed by the feeling that I got of actually being in a cockpit of an aircraft.  I would recommend doing that again, and maybe doing it twice.

I didn't really have any problems with the class, though I would have liked to have more activities with slightly larger groups.  I feel like I worked with a lot of the same people throughout the class, and I would have liked to get a larger amount of information from my classmates.

Blogging is a good way to informally allow information to be posted and discussed.  I really like the idea of requiring comments on other students posts.  It would be interesting to have a more in depth discussion of some of the ideas that students have in this class.  I remember reading about the accident of the Gulfstream into Aspen, and wanting to be able to discuss it more with my fellow classmates.  I feel like this would have helped me to reinforce good things that I learned from that accident, as well as how to avoid problems like that in my future career.

La Observacion

On my observation flight I observed Sam Acosta flying with Mike Digrazia.  It was last Friday, September 30^th.  I had a little bit of a hard time getting a flight set up, mostly because the Seminole spent some time in maintenance because of the prop on the right engine.

I was really excited to get to fly in the Seminole, mostly because I haven’t ever flown in any light multi-engine aircraft.  I have done flying in large single engine, but I feel like a multi offers such a different flying experience.

On the flight that I observed Sam was practicing the commercial maneuvers, and commercial performance landings.  One thing that was very interesting to me was that the procedures for the maneuvers were almost exactly the same.  Sam did steep turns, and during the maneuver she added a little bit of power, and used two turns of trim to keep the angle of bank level with the natural horizon.  I also remember that on the short field landings she was easily able to hit her spot.  I asked Mike D about it, and he told me that you just have to aim at a spot, and the plane will sink right down and touch down right at the aiming point.

Another very interesting thing about the multi was the ability to cross-feed the fuel tanks.  Mike was able to use this feature because the fuel in the aircraft was uneven. It made it so that the weight was able to be centered. 

I am really excited to fly in the Seminole, and look forward to learning more about the actual flying of the aircraft.  I feel like flying a multi-engine aircraft will be intuitive, and will become something that I really enjoy. 

Fatal Gulfstream Accident into Aspen Colorado

In March of 2001 A Gulfstream III crashed into the terrain just short of the runway at Aspen Colorado.  The people on board were victims of a tragic and avoidable accident.

In aviation there are pressures that are put on the pilot(s) of aircraft.  Common pressures come from the passengers, a desire to do the popular thing, weather, pressure from a boss, family etc.  It is not unlikely that a combination of these pressures will occur at the same time.  It is when a pilot has a chain of poor decisions that these pressures can turn fatal.

If a frog is dropped into a pot of boiling water he will immediately jump out.  However, if a frog is put into a pot of cool water, and then the water is heated up slowly, the frog will boil to death.  Even so, a pilot, if immediately put into a situation that he/she is not comfortable with, he/she will immediately escape.  However, in the case of the Gulfstream crew, if those pressures are applied one at a time, the crew will not realize the boiling water that they are in danger of, and will not jump.

The crew had multiple warning flags as the departure time was pushed back.  A situation where the "boss" tells the dispatcher to "keep his/her mouth shut" and disregards the safety of the aircraft is key.  In all reality the "boss" probably doesn't know the risks involved, and most likely is not a pilot.  As PIC, the captain should have recognized that first chain in the accident chain.  After that first incident, the captain could have realized the lack of time, and the dangerous situation that he was getting himself into.  He had flown into Aspen 3 times before with his first officer, and he had to have been familiar with the terrain surrounding the airport.

If I were in that situation, I probably would have started the flight, with the condition that if the situation looked bad, I would immediately go missed and proceed to the alternate airport.  From the weather reports, the Gulfstream was attempting to land at the precise moment when the weather was the worst.  Lodging and staying in an alternate area for the night is a small price to pay in exchange for life.  Flights into marginal weather should be treated with extreme caution, and at the first indication of danger flight to the alternate should be seriously considered.

This is the link to the article posted by AOPA.

http://www.aopa.org/asf/asfarticles/2005/sp0504.html

Single Pilot IFR

Single Pilot IFR.

Oh boy.  As a pilot, flying an airplane under IFR (instrument flight rules) includes a lot more work than normal VFR (visual flight rules) flight.  This is because the pilot is required to fly the airplane at a specific, monitored altitude, and to arrive at specific times at each location.  Commercial airliners always fly under IFR, but most are required to have more than one pilot.

The safety advisory published by AOPA addresses this situation in general aviation.  SPIFR is something that can be accomplished by a proficient, confident, and prepared pilot.  This article does a good job of addressing the factors that will cause most pilots to struggle in SPIFR, as well as procedures to overcome these issues.  One thing specific was keeping ahead of the aircraft.  The article stated that if a pilot cannot anticipate the necessary action with the aircraft at least 2 minutes in advance, that pilot could not fly SPIFR safely.  Sometimes it is necessary for a pilot to anticipate IFR procedures up to an hour before arriving at that part of the approach.

Personally I have not ever flown in IFR conditions, but I believe I would feel comfortable doing it if I had an opportunity to prepare and practice flying in "actual" IMC conditions with another experienced pilot and/or an instructor.  I enjoy flying IFR flight plans, and have kept myself proficient in flying multiple types of instrument approaches consistently.  While I understand that overconfidence is a definite hazard, I believe that I would be able to handle the necessary workload of SPIFR.

Blog Post #2

AOPA published a safety briefing on Electrical fires in flight.  I felt that the information was very interesting, and I realized things that I hadn't know before.  One of the things that really jumped out to me was how important it is to shut everything off and then follow that up with turning things back on one at a time.  

The article addressed simple electric theory, explaining what a short circuit is.  A short circuit is when the electricity is able to jump to an unanticipated route, usually a pair of bare wires or a ground contact that wasn't   what the manufacturer built.  This can create a definite hazard, and has the potential of starting an electrical fire.

In the Seminole, (the light twin I will be doing my training in) the emergency procedures are very similar to those advised by AOPA.  As with all other emergencies, the most important reaction is to stay calm and FLY the airplane.  After doing everything possible to eliminate the source of the fire, the next thing to do is to get down as soon as possible.  

While I hope to never have to deal with an electrical (or engine) fire in-flight, I will do my best to simulate and practice emergency procedures.  Keeping calm, and realizing that the aircraft has the potential for certain emergencies will help me to react quickly and efficiently.  I will react as quickly as possible, enabling me to keep the aircraft and its passengers safe.

Great Expectations...

It was the best of times, it was the worst of times..  At least I think that's how Great Expectations starts.. Or was that The Tale of Two Cities?  Oh well. Sorry Charles Dickens.

But this blog isn't about classic English literature, (thank goodness) this blog is about my Multi-Engine ground school class.  However, this post is going to be about my expectations for the class.

Throughout all of my training here at Westminster College, I've flown in single engine aircraft.  And while these airplanes are great trainers, they are not the type of planes that I will be flying professionally. I will hopefully be flying airplanes that have more than one engine, and that are capable of flying at high altitudes.  I hope that by taking this class I will become familiar with the systems, controls, and capabilities of a multi-engine airplane.

I'm actually excited about this whole blogging format as well.  The cool thing about blogs is that you can be a tad informal, and still get your point across just as easily.  I haven't done a whole bunch of blogging before, and I look forward to getting more experience with it!

CFI FIA blog post #3

When I first meet with my new private pilot student, I would try and be as honest as possible with the student.  I would explain why I am teaching as a flight instructor, and that I love to teach.  My motivations for having the job are many.  I want to get paid obviously, and I love to fly.  I can build up hours, but this is secondary to what my objective is with each student. 

My primary objective with the student is to help them become a safe pilot and to love flying as much as I do.  In order to be successful in flight training, I expect them to work hard and be prepared for every lesson.  This will help them to train quicker, and use less money in the long run.  I expect them to complete the private pilot quizzes on Angel (if applicable) and to have looked over the syllabus to determine what we will be learning that day.  I also expect good communication.  I expect cancellations to be made with 24 hrs notice, or if in the case of an emergency or illness, ASAP. 

The student can expect me to have the same rules as he/she does.  I will be prepared for each lesson, and work hard.  I will communicate with them consistently, and will be available for questions, concerns and/or help at all reasonable hours.  If I have to cancel, it will be with 24 hrs notice.  In the case of an emergency or illness, I will alert them ASAP as well. 

I would also expect honesty to be prevalent in our relationship.  I will always be honest and try to be as un-biased as possible.  My interest is to help the student become the best and safest pilot possible, and would put all of my efforts towards that goal.  I would expect the student to do the same.