The first thing I have to say is that this checkride was the best one I've ever had and I totally enjoyed it. It was an awesome flight! Not because it was easy, on the contrary; it was fair, and as the 'checkride ought to be like a skirt' saying goes: short enough to be interesting, but still long enough to cover everything.
It all started on December the 2nd in my introductory flight in the Beechcraft Duchess. The weather was perfect: Few clouds and cold. It was even colder up there. Bill, my instructor, introduced me to slow flight, stalls, steep turns, an emergency descent, a Vmc demostration and how the Duchess handles with a simulated one-engine-inoperative. He even demonstrated a steep turn to both sides with one engine simulated inoperative. Cool stuff! I laugh when I think about it, because some multi-engine instructors tell their studentes to only turn to the side of the operative engine. Mexican flight training is full of satires. I'm sure a book full of flight training satires can be written.
The next four flights I practiced normal takeoffs, slow flight, power-on and -off stalls, accelerated stalls, steep turns, emergency descents, flying with reference to instruments, and some simulated one-engine-inoperative work to get used to the feel of it.
On the next flight, the sixth one, I practiced short-field takeoffs and landings, an engine failure during takeoff before Vmc, a simulated one-engine-inoperative pattern, and Bill demonstrated a simulated one-engine-inoperative ILS approach. The next flight was one of my favourites since we practiced more Vmc demos and I practiced my first real engine shut-down, feathering, securing, and restart. I also practiced my first simulated one-engine-inoperative ILS, and I only had one point deflection the localizer and the glideslope! Tons of fun.
I reviewed all the tasks required by the PTS to get the multi-engine rating on my commercial pilot certificate on the eighth flight. When I reviewed all the tasks in it to get endorsed for the practical test, my instructor didn't like my short-field landings. I floated too much. After talking with other pilots in a hangar party at Montgomery Field, I then demonstrated a good Vmc demos, very good short-field landings, and an engine-out pattern at Gillespie, the next day. Bill then scheduled the ME commercial practical test for monday the 23rd.
On that monday, I woke up at 7:00am, had a good brakefast, rode to the flightschool and met Bill, who signed my ME practical test endorsement and my IACRA application. The examiner arrived to the school and we began by reviewing my papers and the IACRA application. I then showed him the Duchess' maintenance inspection logs to show the airplane was airworthy.
Then, he continued by asking me certification and currency requirements, as well as the can/can't do's with a commercial ME rating. He asked me about certification of multi-engine airplanes, engine-out aerodynamics, systems, performance, abnormal and emergency situations, and we finished by discussing how the plan of action was going to be. I decided to do all the maneuvers west of Carlsbad, over the Pacific Ocean. I then had to do a simulated one-engine-inoperative ILS to Palomar Airport, make a full stop landing, do a pattern at Palomar, and return to Montgomery Field. I also asked the examiner who the pilot in command was going to be and who will fly the airplane in case something abnormal happens. After making everything clear, we decided to meet in a few minutes, when I was ready.
I checked the Duchess, checked the weather, NOTAMs and copied the performance with the present conditions, while eating Thai noodles with chicken.
After putting my bag on the right rear passenger seat, buckling up and organizing my stuff, I started the engines, copied ATIS and started my taxi. After contacting ground, requesting taxi and stopping on the runup of runway 28R, I did the before-takeoff procedures, was cleared for takeoff and did a short-field takeoff.
We flew over the coast at 4500ft and got to my chosen practice area, where I first demonstrated slow flight with a turn to the left and to the right to clear the area.
I then recovered from slow flight and did a power-off stall, followed by a power-on stall. He then asked me to do a Vmc demonstration, which I did After demonstrating steep turns, we climbed to 6500 feet to demonstrate an emergency descent. And then the fun part started.
We flew northeastwards towards Valley Center, passing over Palomar Airport, and he asked me to demonstrate an engine failure, so I cut the mixture of the left engine. Pitch, mixtures, props, throttles, pumps, flaps up, gear up, identify: dead foot, dead engine; verify with throttle, troubleshoot? no, and feather.
I secured the left engine, trimmed the airplane, and then followed the engine air start checklist with unfeathering accumulators. I picked up a bit of speed, brought the propeller lever out of the feather position to the high RPM setting and as the propeller started to rotate, I brought the propeller lever to midrange. The checklist goes more in depth than this, of course, and be assured I went through the checklists and procedures as efficiently and effectively as possible ;)
After giving the engine some time to warm up, we continued normal cruise flight and prepared for the one-engine-inoperative ILS approach into Palomar. Chart in the yoke clip, approach activated in the GPS, all the frequencies tuned in and OBSs set, identification of navaids, and approach briefing performed. I requested SoCal a practice ILS to Palomar and got one vector heading to the localizer. I was cleared for the practice ILS to Palomar and the examiner then simulated a failure of an engine. I was flying right on the localizer and a dot above the glideslope. That made it a nice stabilized descent towards the FAF, where I lowered the landing gear, put 10 degrees of flaps, reviewed the before landing checklist, and flew the ILS to minimums (526 feet MSL). At minimums, I continued visually, put another 10 degrees of flaps and landed on runway 24. I exited on N3 and taxied to runway 24 via N and did a magneto check on 24's runup area.
When cleared for takeoff to do a traffic pattern, I taxied to the runway's centerline, held my brakes, brought the power to 2000RPM, released my brakes, put full power and a few seconds later, the examiner pulled one of the mixtures which made me close both throttles to abort the takeoff. He gave me the engine back and we continued the takeoff. After crossing 400ft above ground level, he simulated an engine failure and I continued on the pattern on one engine. I then approached to runway 24 and on short final he gave me the power back on the simulated failed engine and instructed me to go around. After the go-around, we flew up to 3500ft over the coast, copied Montgomery's ATIS, and contacted the tower over Mount Soledad.
I was instructed to make a left downwind to runway 28L, following a Warrior. After completing the approach checklist, I slowed down and made a wider downwind to maintain a good separation with the Warrior. After being cleared to land as number two, I reduce the power, lowered the landing gear abeam the numbers and put 10 degrees of flaps. I then noticed the gear in transit light was on and no three greens. I quickly checked the circuit breaker, and as assumed, the examiner pulled it out and I pushed it in. Three green! Before landing checklist.
Now on final with flaps full and stabilized, I brought the prop levers to high RPM and made a final GUMPS check. Crossing the threshold with the throttles back to idle, I felt a wheel touch down very soft and after some milliseconds, I touched down with the mains, applied some pressure on the brakes, brought the nosewheel down and exited on taxiway G. After completing the after landing flows and checklist, I contacted ground control and taxied to the school. "Good work, Daniel" said the examiner.
Beautiful flight! Surely one to remember.
Friday, December 27, 2013
Tuesday, December 17, 2013
It wasn't so bad
Every year just gets better.
This one will (hopefully) close with a big win: Getting my multi-engine rating on my commercial pilot certificate before Christmas. That will allow me to start 2014 by looking for flying jobs and developing my business. New experiences that will enrichen the passion!
It would be awesome to spend Christmas with the people that supported me, and to be able to thank them. I'm also looking forward to eating my grandma's turkey with gravy, potatoes and sauerkraut, of course!
Passion, motivation, and inspiration drives people. With them, you automatically become knowledge-hungry. You need more than the minimums. You learn more, meet people, correlate the information, become more aware of what is needed to be learned and practiced... it enables you to experience things that the average person in the same field could never experience. "The interest has feet", said my father. All of this enriches life.
With passion, people see the potential in you. You gain their trust and respect, and invest in you. It's also about confidence and being sincere. The qualities of a good person.
It's about finding the thing that makes you feel like a kid in a toy store, no matter the age. The most recent example: I wanted to practice procedures in the Duchess, the twin airplane that I'm flying now in the flight school. It was sunday, so everything was pretty calm at Montgomery Field. I decided to look around the airport to see what I could see or who I could meet. I saw the Stearman Ale House where they keep a Stearman open, so I stopped by to say hi. I started to chat with the guy that had flown it that day and told me to jump in the cockpit. Kid-in-a-toy-store-moment. I had never sat in a Stearman and it's my favourite biplane. Two guys then arrived. Stephen and Fred. I'm sure Stephen saw my face when I was sitting in the cockpit and then made my day by asking me if I wanted to take a ride in the pattern with him. But of course!
They took the Stearman out and I jumped into the front seat. After some jokes and comments, I put the headsets on and the 7 cylinder Continental engine came to life. Ah the sweet music of a radial engine...
We taxied to runway 28R and as we got our takeoff clearance, the Stearman left the ground after a few seconds rolling on the runway. The sound, feel and sight of an open cockpit biplane... We did two touch and goes and a full stop. Stephen let me fly it on two patterns from upwind to final and I have to say: what a beauty it is to fly that airplane. Smooth on the controls, the wind blowing around your head and the sweet sound of the radial engine advancing you through the air at some enjoyable 80 miles per hour. Great experience.
I compared the experince when I was invited to the cockpit of an Airbus in cruise, sat on the FO's seat, had the comms and performed the arrival briefing with the captain, while programming the MCDU and reviewing the charts. It was another great experience, but because I think and hope I'll be doing it in the future, flying a Stearman beats that any time.
Today I did my seventh flight in the Duchess. I reviewed slow flight, power-off and on stalls, an accelerated stall, steep turns, and I practiced an engine shut-down and feathering, with a restart thereafter. It's great to know that you can simultaneously maintain altitude, a heading or a turn to a heading while performing complex procedures. I'm sure the ultimate test is doing all of that under IMC. I also did a practice ILS approach into Montgomery under the hood, with a simulated engine out. It was great! No more than one scale needle deflection :)
Can't wait to fly more and take my practical test!
Sunday, November 10, 2013
¿Cómo Decidirme por una Escuela de Vuelo?
Primero, unas cuestiones a considerar: ¿Empezarás el curso de piloto privado para continuar con piloto comercial o solo lo harás por hobby? Si es por hobby no está mal hacerlo en México, aunque también sería bueno tener la experiencia y posibilidad de volar en EU. Si es para carrera profesional, unos recomiendan hacer todo en Estados Unidos, otros hacer privado en México y comercial en EU. Así uno tiene una buena idea de cómo es la aviación en los dos países, y empezando privado en México aprendes y te familiarizas con todo en español e inglés.
El curso debería durar 6 meses, si se tienen los recursos y aprendes rápido. Por trámites puede que sean dos o tres meses más. La teoría y la práctica (vuelos) son combinados, pero es mejor tener la teoría más adeltantada que la práctica. Desafortunadamente puede que no usen un plan de estudios eficaz que tenga una estructura buena de las lecciones teóricas y prácticas. Un ejemplo: no hay sentido realizar la primera lección de vuelo si todavía no se aprende de aerodinámica, sistemas del avión, procedimientos y maniobras en tierra y así.
Para cualquier escuela, y especialmente en México, haz una visita y pregunta esto:
¿Cómo es el plan de estudios? ¿Puedo ver el orden de las lecciones? ¿Dan un plan de estudios impreso en papel para un buen seguimiento de las lecciones y que sea usado como guía por el estudiante/instructor? El plan de estudios debería tener un buen orden de las lecciones y una buena explicación y contenido de cada lección.
¿Cómo llevan el control de lo realizado y evaluado en la teoría/práctica? Deberían tener un buen registro de las horas de teoría y un registro de cada vuelo con calificación en cada maniobra que se haga.
¿Cuántos alumnos hay por instructor? En la teoría es mejor que no tengan más de 10. Si se puede más personalizado, mejor. Para instructores de vuelo, deberían tener dos o tres por curso y ya.
¿Qué material de estudio y práctica le dan/piden que obtenga al alumno? ¿Libro de texto, referencia para las prácticas, bitácora, cartas de navegación visual, manual del avión? ¿Puedo conseguir mi propio material sin comprar el que me ofrecen?
¿Cuáles son las materias que ven? ¿Tienen la materia de Toma de Decisión Aeronáutica (manejo de recursos como piloto único, manejo de riesgos...)? Son materias muy importantes y debería ser incomprensible que no las tengan.
¿Puedo estar presente en una lección de teoría? Observa el profesionalismo del instructor y la actitud de los estudiantes.
¿Cómo se lleva a cabo la programación de vuelos? ¿Puedo volar dos veces al día? Checa si tienen una página en línea de programación de vuelos o que realmente programen vuelos para que los estudiantes vuelen cada día.
¿En qué aeropuerto(s) vuelan? ¿Tienen transportación hacia allá?
¿Llevan a cabo un sistema de entrenamiento basado en escenarios? Eso significa que en cada vuelo el instructor te pone un escenario supuesto y/o una situación anormal para evaluar tu planeación previa a y toma de decisión en el vuelo.
¿Cuáles estándares usan para las lecciones de vuelo y evaluación final? Si no dicen que con las Normas para Examen Práctico, no se les puede confiar. Los estándares son todo. http://fsmex.com/foros/showthread.php?t=55120
¿Llevan a cabo sesiones previas (para comentar lo que se verá y se estima que se domine en la lección de vuelo, la condición del estudiante, del instructor, el clima, presiones externas) y posteriores al vuelo (para comentar el rendimiento y crítica del vuelo, y lo que se verá en la siguiente lección)?
¿Cuántas horas de vuelo solo haré? ¿Podré realizar un vuelo de ruta solo? El reglamento pide mínimo 5 para piloto privado.
¿Cuál es la reglamentación que deben cumplir en cuanto a la formación? ¿Cómo se la presentan a los estudiantes? ¿Tienen una guía práctica para referirse a la reglamentación? Se puede bajar de la página de la Dirección General de Aeronáutica Civil. Búscalos en Google.
¿Puedo ir al aeropuerto a ver los aviones? Anota los aviones que tienen y cuántos son. De qué modelo y marca, y año. Además pregunta cómo y en donde le hacen el mantenimiento (es cada 100 horas) y cómo solicitan refacciones.
¿Cuándo fue la última revisión mayor (overhaul) del motor?
¿Han tenido accidentes/incidentes? Busca en Google accidentes de aviones en la ciudad.
¿Quiénes son los instructores de vuelo/teoría? Platica con ellos. Igual platica con los alumnos y quienes ya hayan acabado el curso para saber su punto de vista y experiencias.
¿Cómo se tiene que pagar todo? ¿Lo que hago lo pago, o tengo que pagar por adelantado? Nunca pagues todo o una parte grande del total del curso.
Puede que no sepas qué son algunas cosas de lo anterior, pero si no son claros, concisos, abiertos y transparentes en lo que digan y muestren, no se les puede confiar. Si no tienen la mayoría de lo anterior o responden de manera indirecta, tache.
Por último unas recomendaciones:
En caso de que no tengas un buen nivel de inglés, métete a un curso y apréndelo o mejóralo. La aviación se maneja internacionalmente en inglés. Los procedimientos de los aviones están en inglés, así como las comunicaciones en el extranjero, artículos y textos en internet. Es el idioma de la aviación. Ve películas en inglés, ten tu computadora y celular en inglés, checa duolingo.
Haz una lista de todas las escuelas, visítalas y pregúntales todo eso. Observa la calidad de las instalaciones y aviones que tengan. Quédate en una lección de teoría ¿Cómo son los alumnos? ¿Tienen ganas de aprender más cada día? ¿Realmente les apasiona? Un factor para un mejor aprendizaje es que los alumnos también demuestren un gran interés y hambre de aprender más y analizar todo. Un entrenamiento rico y efectivo depende con quién te juntas. Fíjate en la actitud del personal de la escuela. ¿Son serios y profesionales? Llévate toda la lista de preguntas en papel que puse o las demás que quieras realizar.
¿Cuántos aviones tienen por estudiante? Observa cuántos estudiantes tienen y cuántos aviones tienen para cada curso. Deberían tener una relación de 1 avión por un máximo de 3 estudiantes. Igual los instructores de vuelo, 1 por 3 como ya había mencionado.
Ponles claro que como tú eres el cliente, esperas recibir un nivel y sistema de formación que contenga todo lo anterior (un buen plan de estudios, control de lecciones y evaluaciones, sesiones previas y posteriores a los vuelos, seguimiento a las NEP, etc.). Si no cuentan con eso, no merecen tu dinero.
Ántes de que te metas a una escuela, realiza el examen psicofísico integral (examen médico), pero primero visita al odontólogo, otorrinolaringólogo, doctor de la familia y el oftalmólogo. Así, con el examen médico, estas seguro de que cumples con los requerimientos médicos.
Escuela a la que te metas, siempre observa todo lo anterior y además:
Consigue tu propio material. La autoridad aeronáutica estadounidense (FAA) publica libros de texto muy buenos en su página de internet. Cómprate unos headsets (audífonos de piloto), una buena mochila de vuelo, una kneeboard (piernera), cartas de navegación, la Publicación de Información Aeronáutica, consigue el manual del avión, etc.
Al volar, anota el tiempo de encendido de motor, despegue, aterrizaje y apagado de motor. El tiempo de vuelo es desde el encendido hasta el apagado de motor. Llena la bitácora tu mismo. No dejes que la llenen las secretarias. Además, haz un documento en excel con todas las horas que hagas para tener un registro de vuelos/horas electrónico.
En el aeropuerto quédate más tiempo y platica con pilotos. Platica con el personal de mantenimiento de los aviones de la escuela. Observa y aprende (además de confirmar) cómo hacen la inspección de 100 horas. El mantenimiento es muy importante. Estudia y aprende cuáles son los requerimientos e inspecciones de mantenimiento. Exige que el instructor de vuelo te presente y enseñe la bitácora del avión y sus inspecciones. Verifica y exige que tengan la documentación e instrumentos funcionales en el avión, requeridos en los reglamentos y normas.
Exige que realicen las sesiones previas y posteriores al vuelo. Son fundamentales para el progreso de la práctica y la evaluación en cada vuelo.
Sin más, una vez en el curso lee revistas de aviación. Busca en Google cualquier pregunta que tengas y lee artículos de FEMPPA, AOPA, Flying, etc. Youtube es una excelente herramienta audiovisual. Busca videos relacionados a la materia o maniobra que estés viendo. Aclara todas tus dudas con el instructor y estudia y aprende por tu parte. Compra una buena computadora para instalar el Microsoft Flight Simulator 2004 o X y añádiele aviones de paga para aprender más. Practica las maniobras en un avión similar y practica los procedimientos. No dependas al 100% de la instrucción en la escuela. Mientras más aprendas por tu cuenta, la efectividad del entrenamiento será mucho mejor.
Todo esto es muy importante. La selección de la escuela de vuelo para el curso de piloto privado es muy crítico por ser el curso en donde se establecen y aprenden las bases. En caso de que no preguntes lo anterior o te dejaste llevar por su imagen, no te quejes si tienes problemas. Igual presenta las respuestas en este medio para que demás pilotos puedan evaluarlas y darte un visto bueno o malo.
¡Espero les sirva!
El curso debería durar 6 meses, si se tienen los recursos y aprendes rápido. Por trámites puede que sean dos o tres meses más. La teoría y la práctica (vuelos) son combinados, pero es mejor tener la teoría más adeltantada que la práctica. Desafortunadamente puede que no usen un plan de estudios eficaz que tenga una estructura buena de las lecciones teóricas y prácticas. Un ejemplo: no hay sentido realizar la primera lección de vuelo si todavía no se aprende de aerodinámica, sistemas del avión, procedimientos y maniobras en tierra y así.
Para cualquier escuela, y especialmente en México, haz una visita y pregunta esto:
¿Cómo es el plan de estudios? ¿Puedo ver el orden de las lecciones? ¿Dan un plan de estudios impreso en papel para un buen seguimiento de las lecciones y que sea usado como guía por el estudiante/instructor? El plan de estudios debería tener un buen orden de las lecciones y una buena explicación y contenido de cada lección.
¿Cómo llevan el control de lo realizado y evaluado en la teoría/práctica? Deberían tener un buen registro de las horas de teoría y un registro de cada vuelo con calificación en cada maniobra que se haga.
¿Cuántos alumnos hay por instructor? En la teoría es mejor que no tengan más de 10. Si se puede más personalizado, mejor. Para instructores de vuelo, deberían tener dos o tres por curso y ya.
¿Qué material de estudio y práctica le dan/piden que obtenga al alumno? ¿Libro de texto, referencia para las prácticas, bitácora, cartas de navegación visual, manual del avión? ¿Puedo conseguir mi propio material sin comprar el que me ofrecen?
¿Cuáles son las materias que ven? ¿Tienen la materia de Toma de Decisión Aeronáutica (manejo de recursos como piloto único, manejo de riesgos...)? Son materias muy importantes y debería ser incomprensible que no las tengan.
¿Puedo estar presente en una lección de teoría? Observa el profesionalismo del instructor y la actitud de los estudiantes.
¿Cómo se lleva a cabo la programación de vuelos? ¿Puedo volar dos veces al día? Checa si tienen una página en línea de programación de vuelos o que realmente programen vuelos para que los estudiantes vuelen cada día.
¿En qué aeropuerto(s) vuelan? ¿Tienen transportación hacia allá?
¿Llevan a cabo un sistema de entrenamiento basado en escenarios? Eso significa que en cada vuelo el instructor te pone un escenario supuesto y/o una situación anormal para evaluar tu planeación previa a y toma de decisión en el vuelo.
¿Cuáles estándares usan para las lecciones de vuelo y evaluación final? Si no dicen que con las Normas para Examen Práctico, no se les puede confiar. Los estándares son todo. http://fsmex.com/foros/showthread.php?t=55120
¿Llevan a cabo sesiones previas (para comentar lo que se verá y se estima que se domine en la lección de vuelo, la condición del estudiante, del instructor, el clima, presiones externas) y posteriores al vuelo (para comentar el rendimiento y crítica del vuelo, y lo que se verá en la siguiente lección)?
¿Cuántas horas de vuelo solo haré? ¿Podré realizar un vuelo de ruta solo? El reglamento pide mínimo 5 para piloto privado.
¿Cuál es la reglamentación que deben cumplir en cuanto a la formación? ¿Cómo se la presentan a los estudiantes? ¿Tienen una guía práctica para referirse a la reglamentación? Se puede bajar de la página de la Dirección General de Aeronáutica Civil. Búscalos en Google.
¿Puedo ir al aeropuerto a ver los aviones? Anota los aviones que tienen y cuántos son. De qué modelo y marca, y año. Además pregunta cómo y en donde le hacen el mantenimiento (es cada 100 horas) y cómo solicitan refacciones.
¿Cuándo fue la última revisión mayor (overhaul) del motor?
¿Han tenido accidentes/incidentes? Busca en Google accidentes de aviones en la ciudad.
¿Quiénes son los instructores de vuelo/teoría? Platica con ellos. Igual platica con los alumnos y quienes ya hayan acabado el curso para saber su punto de vista y experiencias.
¿Cómo se tiene que pagar todo? ¿Lo que hago lo pago, o tengo que pagar por adelantado? Nunca pagues todo o una parte grande del total del curso.
Puede que no sepas qué son algunas cosas de lo anterior, pero si no son claros, concisos, abiertos y transparentes en lo que digan y muestren, no se les puede confiar. Si no tienen la mayoría de lo anterior o responden de manera indirecta, tache.
Por último unas recomendaciones:
En caso de que no tengas un buen nivel de inglés, métete a un curso y apréndelo o mejóralo. La aviación se maneja internacionalmente en inglés. Los procedimientos de los aviones están en inglés, así como las comunicaciones en el extranjero, artículos y textos en internet. Es el idioma de la aviación. Ve películas en inglés, ten tu computadora y celular en inglés, checa duolingo.
Haz una lista de todas las escuelas, visítalas y pregúntales todo eso. Observa la calidad de las instalaciones y aviones que tengan. Quédate en una lección de teoría ¿Cómo son los alumnos? ¿Tienen ganas de aprender más cada día? ¿Realmente les apasiona? Un factor para un mejor aprendizaje es que los alumnos también demuestren un gran interés y hambre de aprender más y analizar todo. Un entrenamiento rico y efectivo depende con quién te juntas. Fíjate en la actitud del personal de la escuela. ¿Son serios y profesionales? Llévate toda la lista de preguntas en papel que puse o las demás que quieras realizar.
¿Cuántos aviones tienen por estudiante? Observa cuántos estudiantes tienen y cuántos aviones tienen para cada curso. Deberían tener una relación de 1 avión por un máximo de 3 estudiantes. Igual los instructores de vuelo, 1 por 3 como ya había mencionado.
Ponles claro que como tú eres el cliente, esperas recibir un nivel y sistema de formación que contenga todo lo anterior (un buen plan de estudios, control de lecciones y evaluaciones, sesiones previas y posteriores a los vuelos, seguimiento a las NEP, etc.). Si no cuentan con eso, no merecen tu dinero.
Ántes de que te metas a una escuela, realiza el examen psicofísico integral (examen médico), pero primero visita al odontólogo, otorrinolaringólogo, doctor de la familia y el oftalmólogo. Así, con el examen médico, estas seguro de que cumples con los requerimientos médicos.
Escuela a la que te metas, siempre observa todo lo anterior y además:
Consigue tu propio material. La autoridad aeronáutica estadounidense (FAA) publica libros de texto muy buenos en su página de internet. Cómprate unos headsets (audífonos de piloto), una buena mochila de vuelo, una kneeboard (piernera), cartas de navegación, la Publicación de Información Aeronáutica, consigue el manual del avión, etc.
Al volar, anota el tiempo de encendido de motor, despegue, aterrizaje y apagado de motor. El tiempo de vuelo es desde el encendido hasta el apagado de motor. Llena la bitácora tu mismo. No dejes que la llenen las secretarias. Además, haz un documento en excel con todas las horas que hagas para tener un registro de vuelos/horas electrónico.
En el aeropuerto quédate más tiempo y platica con pilotos. Platica con el personal de mantenimiento de los aviones de la escuela. Observa y aprende (además de confirmar) cómo hacen la inspección de 100 horas. El mantenimiento es muy importante. Estudia y aprende cuáles son los requerimientos e inspecciones de mantenimiento. Exige que el instructor de vuelo te presente y enseñe la bitácora del avión y sus inspecciones. Verifica y exige que tengan la documentación e instrumentos funcionales en el avión, requeridos en los reglamentos y normas.
Exige que realicen las sesiones previas y posteriores al vuelo. Son fundamentales para el progreso de la práctica y la evaluación en cada vuelo.
Sin más, una vez en el curso lee revistas de aviación. Busca en Google cualquier pregunta que tengas y lee artículos de FEMPPA, AOPA, Flying, etc. Youtube es una excelente herramienta audiovisual. Busca videos relacionados a la materia o maniobra que estés viendo. Aclara todas tus dudas con el instructor y estudia y aprende por tu parte. Compra una buena computadora para instalar el Microsoft Flight Simulator 2004 o X y añádiele aviones de paga para aprender más. Practica las maniobras en un avión similar y practica los procedimientos. No dependas al 100% de la instrucción en la escuela. Mientras más aprendas por tu cuenta, la efectividad del entrenamiento será mucho mejor.
Todo esto es muy importante. La selección de la escuela de vuelo para el curso de piloto privado es muy crítico por ser el curso en donde se establecen y aprenden las bases. En caso de que no preguntes lo anterior o te dejaste llevar por su imagen, no te quejes si tienes problemas. Igual presenta las respuestas en este medio para que demás pilotos puedan evaluarlas y darte un visto bueno o malo.
¡Espero les sirva!
Saturday, October 5, 2013
Escuelas de Vuelo con Pseudo-instructores
Ántes de escribir todo el "rollo", solo quiero expresar la apreciación que le tengo a esa rama y capacidad de piloto. Sin instructores no habría aviación. Es la persona que transmite todos los conocimientos, habilidades y técnicas para que su alumno los asimile y mejore. Es un proceso de mejora constante, solo logrado a través de la instrucción y aprendizaje.
A mi me encantaría ser instructor de vuelo. No creo que haya algo más gratificante en la vida que enseñar, que la otra persona lo pueda hacer solo, y que supere al maestro, sabiendo que se le enseñó con hábitos buenos.
Lamentablemente a veces se nota el desprecio que se le tiene a esa rama. En vez de ser la opción A o B, es la última opción. Asimismo, el sistema de formación y las escuelas de vuelo no tienen un plan de estudios bien estructurado ni material de referencia (libros de texto y programas interactivos) para el curso de instructor. A veces se oyen de casos, por desesperación, en que la escuela de vuelo busca a pilotos recién egresados del curso de piloto comercial diciéndoles que, de cumplir con los requerimientos, en dos días ya podrían empezar a instruír.
Actualmente la instrucción se da con referencia a libros de texto arcaicos (aunque se debe reconocer que el contenido de algunos es muy valioso) o extranjeros, documentos oficiales o por puro conocimiento del instructor. Lo último siendo lo más delicado pues como no hay referencias oficiales ni estándares establecidos, el instructor se limita a "pues así es como me enseñaron" o "así es como se ha estado haciendo".
Al poner en duda el conocimiento y la información presentada por el instructor, la técnica de vuelo y los procedimientos, y discutir los puntos de la evaluación en examenes, el instructor, en vez de presentar una referencia o estándares razonables, se defiende por el hecho que él es el instructor, tiene miles de horas y tiene sus razones para no hacerlo como dice el manual.
Un ejemplo increíble que siga siendo discutido es el del uso de velocidades para aeronaves multi-motores de categoría de transporte (737 o A320) en multi-motores de categoría normal (Cessna 310, Beech Baron o Piper Seminole).
Los instructores de simulador y de vuelo establecen velocidades como V1 y V2 en aviones que no las tienen. En caso de tratar de seguir volando con una falla de motor al despegar, pueden acabar en un hoyo humeante. Son detalles así que siguen siendo malenseñados y pueden ser fatales.
Se les puede hacer frente a esos pseudo-instructores, pero el problema es que uno acabaría peleado, perdiendo y como la mayoría son así, no tiene caso cambiar de instructor. Además de que a uno puede que lo tachen de arrogante sabelotodo y terco, cuando ellos no tienen ni una sola idea.
Las escuelas siguen sin procedimientos estandarizados, siguen sin programas de estudio bien estructurados y definidos, siguen sin material de estudio y referencia. Los instructores siguen enseñando hábitos y habilidades incorrectas y evaluando erróneamente.
Los instructores deberían ser proactivos en lo que se le está enseñando a los estudiantes. Deben cuestionar con problemas y situaciones basadas en escenarios y analizar todo para llegar a una conclusión lógica y segura. Además de reforzar la idea en que todos somos maestros y enseñamos cada día en lo que sea.
Si la normatividad actual no les exige un nivel de conocimientos y habilidades basadas en estándares y referencias oficiales, entonces superense y sobresalgan en lo establecido y elaboren estándares similares o mejores a los establecidos en otros países.
A mi me encantaría ser instructor de vuelo. No creo que haya algo más gratificante en la vida que enseñar, que la otra persona lo pueda hacer solo, y que supere al maestro, sabiendo que se le enseñó con hábitos buenos.
Lamentablemente a veces se nota el desprecio que se le tiene a esa rama. En vez de ser la opción A o B, es la última opción. Asimismo, el sistema de formación y las escuelas de vuelo no tienen un plan de estudios bien estructurado ni material de referencia (libros de texto y programas interactivos) para el curso de instructor. A veces se oyen de casos, por desesperación, en que la escuela de vuelo busca a pilotos recién egresados del curso de piloto comercial diciéndoles que, de cumplir con los requerimientos, en dos días ya podrían empezar a instruír.
Actualmente la instrucción se da con referencia a libros de texto arcaicos (aunque se debe reconocer que el contenido de algunos es muy valioso) o extranjeros, documentos oficiales o por puro conocimiento del instructor. Lo último siendo lo más delicado pues como no hay referencias oficiales ni estándares establecidos, el instructor se limita a "pues así es como me enseñaron" o "así es como se ha estado haciendo".
Al poner en duda el conocimiento y la información presentada por el instructor, la técnica de vuelo y los procedimientos, y discutir los puntos de la evaluación en examenes, el instructor, en vez de presentar una referencia o estándares razonables, se defiende por el hecho que él es el instructor, tiene miles de horas y tiene sus razones para no hacerlo como dice el manual.
Un ejemplo increíble que siga siendo discutido es el del uso de velocidades para aeronaves multi-motores de categoría de transporte (737 o A320) en multi-motores de categoría normal (Cessna 310, Beech Baron o Piper Seminole).
Los instructores de simulador y de vuelo establecen velocidades como V1 y V2 en aviones que no las tienen. En caso de tratar de seguir volando con una falla de motor al despegar, pueden acabar en un hoyo humeante. Son detalles así que siguen siendo malenseñados y pueden ser fatales.
Se les puede hacer frente a esos pseudo-instructores, pero el problema es que uno acabaría peleado, perdiendo y como la mayoría son así, no tiene caso cambiar de instructor. Además de que a uno puede que lo tachen de arrogante sabelotodo y terco, cuando ellos no tienen ni una sola idea.
Las escuelas siguen sin procedimientos estandarizados, siguen sin programas de estudio bien estructurados y definidos, siguen sin material de estudio y referencia. Los instructores siguen enseñando hábitos y habilidades incorrectas y evaluando erróneamente.
Los instructores deberían ser proactivos en lo que se le está enseñando a los estudiantes. Deben cuestionar con problemas y situaciones basadas en escenarios y analizar todo para llegar a una conclusión lógica y segura. Además de reforzar la idea en que todos somos maestros y enseñamos cada día en lo que sea.
Si la normatividad actual no les exige un nivel de conocimientos y habilidades basadas en estándares y referencias oficiales, entonces superense y sobresalgan en lo establecido y elaboren estándares similares o mejores a los establecidos en otros países.
Saturday, September 7, 2013
Single-engine Commercial Pilot Practical Test
I passed my single-engine land commercial checkride!
I was going to do it on monday, but as the examiner and I were checking my hours in my logbook, we found out that my 2 hour 100NM dual night cross-country flight was actually a 99NM flight, so I had to do it again. I scheduled a flight in the Archer with an instructor that night, planned a flight to Apple Valley, off we went to the wild black yonder.
The weather was nice and we completed the flight without major issues. I then scheduled the checkride with the examiner for wednesday.
On that morning I made a shake which stirred my stomach. Maybe I felt like that because of it or because I was nervous. I didn't feel like that on monday, so it was probably the shake.
We then checked my application documents, the hours, and went into the classroom.
The oral began with statements the examiner had to make clear. We then discussed about the assignment he had given me days ago. He asked about CFIT considerations, Part 135 requirements for the pilot, airworthiness of the airplane (we used the Arrow II for it), weather, abnormal scenarios en-route, etc.
We then talked about systems like the constant speed propeller, landing gear, engine, pressurization, oxygen and gas masks. His last question was "What is RVSM?" It was strange since that's normally not a commercial level question, but maybe he wanted to test my knowledge. I answered straight away and he seemed satisfied. We then agreed on meeting again when I finished eating something and finished the exterior inspection of the Arrow.
It was hot and humid in San Diego, so yhe Arrow was a sauna in the entire flight. Even with all the vents open the heat was uncontrolable. I straped myself in, organized the cockpit, I briefed the examiner as if he was a passenger and started the airplane up.
While taxiing I said the takeoff briefing out lound and completed the before takeoff flows and checklist on the run-up area.
He told me to start the flight as if we were going to pick the passengers up at Fallbrook, so we took off (simulating a soft-field takeoff) and flew to Fallbrook.
Just before getting there, I checked my top of descent and started my descent to Fallbrook. I selected the advisory frequency, reported my position and heard that there was a Duchess doing landing practices in there. I joined the traffic pattern, made my before-landing checks and performed a short-field landing. As I taxied out of the runway, I reported clear of it and taxied short of the runway. Fallbrook is a sweet little airport with the runway lying over the terrain below, like an aircraft carrier. I told my examiner that it was my first time there and that I liked it. I did a quick check of the engine, configured the airplane for a short-field takeoff and adviced my departure on the frequency.
After a good short-field takeoff, he told me to fly to Hemet. I climbed and maintained a correct cruise altitude on my way there. As I approached French Valley Airport, he told me to divert to Blackinton so I started circling and measuring the distance, getting the magnetic course, time and fuel consumption. I first started flying to Pauma Valley but then I corrected my heading. I got there within 10 seconds of my estimate and we prepared to do the commercial maneuvers. I made a clearing turn, reported my position, set the airplane up for steep turns, and performed them.
After the steep turns I did the lazy eights, power-on/off and accelerated stalls, and flew my way down simulating an emergency descent. I then climbed to an appropriate altitude for the steep spiral over Blackinton. He told me to select an altitude which will position the airplane at 1500ft AGL when completing the steep spiral. I didn't know how much altitude you lose, but I flew at an altitude that I normally used for steep spirals. As I flew over Blackinton, I then cut the power and entered a steep spiral. As I carefully maintained a constant radius and completed the three turns, I was at 2000ft AGL. He said it was fair, so we proceeded with the eights on pylons. I had a perfect point to do them so I entered downwind and started my first pylon turn to the left. As I completed a full eight, he seemed satisfied and he told me to fly back to Montgomery Field.
On our way there he gave me a simulated engine failure and put the Arrow on a nice final from a field I had selected. He was satisfied and we climbed back up. I then requested a transition through Miramar's airspace and then contacted Montgomery tower. I requested a short approach but was denied since there was a lot of traffic going in and out of the airport. I flew a left downwind to runway 28L and set the airplane up for a soft-field landing.
As I was on short final he told me "there's a truck on the runway" so I applied take-off power, retracted one notch of flaps, retracted the gear with a positive rate of climb, and retracted the flaps as I accelerated in the climb. First time doing a go-around with the Arrow.
The tower controller then asked us if we wanted a short approach and the examiner requested 28R. I joined a right traffic for runway 28R and prepared for the power-off 180° accuracy approach. I cut the power abeam the designated touch-down point and began to glide towards it. I turn to base sooner than appropriate, but I entered a forward slip as I turned final. I touched down within 200ft beyond the touch-down point, so I met the standard.
As I taxied back to the school, shut down and secured the airplane, the examiner helped me cover the airplane and we headed to the office. Everybody started to ask me if I passed or not. I didn't know so I just said "I don't know. Ask him..." As we sat down and everybody went inside he said "well I have good news! He passed, but we have to talk about some things". He then started pointing out the details and going through his notes, what he liked, what needs to be taken care of, and he signed my logbook entry. He then printed my temporary airman certificate and congratulated me.
Coming up next: Beechcraft Duchess flying!
I was going to do it on monday, but as the examiner and I were checking my hours in my logbook, we found out that my 2 hour 100NM dual night cross-country flight was actually a 99NM flight, so I had to do it again. I scheduled a flight in the Archer with an instructor that night, planned a flight to Apple Valley, off we went to the wild black yonder.
The weather was nice and we completed the flight without major issues. I then scheduled the checkride with the examiner for wednesday.
On that morning I made a shake which stirred my stomach. Maybe I felt like that because of it or because I was nervous. I didn't feel like that on monday, so it was probably the shake.
We then checked my application documents, the hours, and went into the classroom.
The oral began with statements the examiner had to make clear. We then discussed about the assignment he had given me days ago. He asked about CFIT considerations, Part 135 requirements for the pilot, airworthiness of the airplane (we used the Arrow II for it), weather, abnormal scenarios en-route, etc.
We then talked about systems like the constant speed propeller, landing gear, engine, pressurization, oxygen and gas masks. His last question was "What is RVSM?" It was strange since that's normally not a commercial level question, but maybe he wanted to test my knowledge. I answered straight away and he seemed satisfied. We then agreed on meeting again when I finished eating something and finished the exterior inspection of the Arrow.
It was hot and humid in San Diego, so yhe Arrow was a sauna in the entire flight. Even with all the vents open the heat was uncontrolable. I straped myself in, organized the cockpit, I briefed the examiner as if he was a passenger and started the airplane up.
While taxiing I said the takeoff briefing out lound and completed the before takeoff flows and checklist on the run-up area.
He told me to start the flight as if we were going to pick the passengers up at Fallbrook, so we took off (simulating a soft-field takeoff) and flew to Fallbrook.
Just before getting there, I checked my top of descent and started my descent to Fallbrook. I selected the advisory frequency, reported my position and heard that there was a Duchess doing landing practices in there. I joined the traffic pattern, made my before-landing checks and performed a short-field landing. As I taxied out of the runway, I reported clear of it and taxied short of the runway. Fallbrook is a sweet little airport with the runway lying over the terrain below, like an aircraft carrier. I told my examiner that it was my first time there and that I liked it. I did a quick check of the engine, configured the airplane for a short-field takeoff and adviced my departure on the frequency.
After a good short-field takeoff, he told me to fly to Hemet. I climbed and maintained a correct cruise altitude on my way there. As I approached French Valley Airport, he told me to divert to Blackinton so I started circling and measuring the distance, getting the magnetic course, time and fuel consumption. I first started flying to Pauma Valley but then I corrected my heading. I got there within 10 seconds of my estimate and we prepared to do the commercial maneuvers. I made a clearing turn, reported my position, set the airplane up for steep turns, and performed them.
After the steep turns I did the lazy eights, power-on/off and accelerated stalls, and flew my way down simulating an emergency descent. I then climbed to an appropriate altitude for the steep spiral over Blackinton. He told me to select an altitude which will position the airplane at 1500ft AGL when completing the steep spiral. I didn't know how much altitude you lose, but I flew at an altitude that I normally used for steep spirals. As I flew over Blackinton, I then cut the power and entered a steep spiral. As I carefully maintained a constant radius and completed the three turns, I was at 2000ft AGL. He said it was fair, so we proceeded with the eights on pylons. I had a perfect point to do them so I entered downwind and started my first pylon turn to the left. As I completed a full eight, he seemed satisfied and he told me to fly back to Montgomery Field.
On our way there he gave me a simulated engine failure and put the Arrow on a nice final from a field I had selected. He was satisfied and we climbed back up. I then requested a transition through Miramar's airspace and then contacted Montgomery tower. I requested a short approach but was denied since there was a lot of traffic going in and out of the airport. I flew a left downwind to runway 28L and set the airplane up for a soft-field landing.
As I was on short final he told me "there's a truck on the runway" so I applied take-off power, retracted one notch of flaps, retracted the gear with a positive rate of climb, and retracted the flaps as I accelerated in the climb. First time doing a go-around with the Arrow.
The tower controller then asked us if we wanted a short approach and the examiner requested 28R. I joined a right traffic for runway 28R and prepared for the power-off 180° accuracy approach. I cut the power abeam the designated touch-down point and began to glide towards it. I turn to base sooner than appropriate, but I entered a forward slip as I turned final. I touched down within 200ft beyond the touch-down point, so I met the standard.
As I taxied back to the school, shut down and secured the airplane, the examiner helped me cover the airplane and we headed to the office. Everybody started to ask me if I passed or not. I didn't know so I just said "I don't know. Ask him..." As we sat down and everybody went inside he said "well I have good news! He passed, but we have to talk about some things". He then started pointing out the details and going through his notes, what he liked, what needs to be taken care of, and he signed my logbook entry. He then printed my temporary airman certificate and congratulated me.
Coming up next: Beechcraft Duchess flying!
Wednesday, August 28, 2013
Practical Risk Management
Some days ago, I watched this video about practical risk management, which is a subject that goes hand-in-hand with Aeronautical Decision Making.
I've been developing a system that allows me to make a "go/no-go" decision in an efficient manner with conventional and modern tools. It involves personal (human) factors, flight planning, flight preparation, the tools used, and a careful analysis and awareness throughout the flight. I will write every phase of a flight in detail to analize the practice of risk management in that particular phase of the flight with the TEAM accronym (Transfer, Eliminate, Accept, and Mitigate).
As always, the way I do all of this depends mostly on the environment and kind of operation. It could be a flight in VMC or IMC, in the day or night, a local or cross-country (training) flight, single-pilot or multi-crew, etc.
Suppose we'll fly from Montgomery Field, San Diego (MYF), to Corona (AJO) in a Piper Archer II to drop a friend off. A good flight planning starts hours before the flight. The best is to do it the night before. It's the time when we're more calmed, at home, and can think about the PAVE checklist in more detail.
We first think "Am I fit for the flight?" We can verify this with the IMSAFE checklist (Illness, medication, stress, alcohol, fatigue and eating/emotions). If one of these items are in question, there's no question; meaning no flying.
For the next letter of PAVE, A for Airplane, we determine if the airplane we chose for the flight is the right one. We know that the Archer has two radios, a DME and an IFR-approved Garmin 430 GPS. We remember the database is out of date, so it will be used for situational awareness. We check the weather to know how the temperature at the departure and destination will be. That way we know how the airplane will perform and how much payload we can put in the Archer.
We check the weight and balance for the Archer that we're going to fly. It is very important to have the basic empty weight and moment for the airplane we're going to fly with. If we don't have it, we can do it before the flight.
As for V, for EnVironment, we do the flight plan by filling out a navlog for both legs of the day with the basic information. The navlogs will be completed just before the flight when we get the standard weather briefing. We review the forecasted weather for the day of the flight, we review the terrain and airports along our route with the VFR sectional chart. The forecast is indicating a strong chance of IMC, so it's best to mentally prepare ourselves for an IFR flight in IMC.
What about E, for External Pressures? Your friend needs to be at Corona in the afternoon and you have a dinner with your girlfriend's/boyfriend's parents at 7 o'clock, so you must be back by 5:30pm. In case the flight cannot be completed as planned, you ask and recommend your friend to have another option to get to Corona. That way you mitigated the external pressures factor.
On this stage, we already managed some risks by doing a careful and thorough flight plan with alternates, carefully reviewing the route and departure/approach procedures, checked the performance of the airplane based on a quick forecast of the weather for the next day, we checked the weight and balance, and we managed an external pressure.
On the day of the flight we go through the PAVE checklist again, starting with the P, for Pilot, at home. We check our physiological condition with the IMSAFE checklist.
When getting to the airport, about one hour before our estimated time of departure, we check the rest: A for Aircraft, V for EnVironment, and E for External Pressures. All of these are part of the flight preparation.
The airworthiness of the airplane must be verified by checking the airplane binder to verify compliance with inspections and ADs, and by performing a good pre-flight inspection of the airplane. After checking the fuel, oil and all the nuts and bolts, we re-check the weight and balance of the airplane.
Now we can proceed with the standard weather briefing to complete the navigation log with wind corrections, the synopsis, weather reports and forecasts, AIRMETs, NOTAMs, etc.
As for External Pressures, they remain the same.
We now have a "go" to fly, so we head to the airplane. After doing a final inspection and making sure the chocks are removed, we get into the Archer, strap ourselves in and proceed with the cockpit organization.
As for the flight itself, we can review the PAVE items in every phase of the flight by performing a departure briefing after copying the ATIS and the clearance, and perform a takeoff briefing on taxi or on the run-up area. I wrote a post about briefings some time ago, but I improved the briefings checklist some weeks ago to make the briefing more efficient in a logical order.
It is important to note that the PAVE checklist is a way of making sure everything is "go" and you can proceed with the next phase of the flight. Just like in spaceflight. For example: In the cruise briefing you go through all the items and if the passenger feels sick or something's wrong with the airplane, it means a "no-go" to proceed with the flight and you must land as soon as practicable.
If you're wondering why I wrote a lot about flight planning and preparation is because risk management starts from the ground. It's the best place to have everything ready and go through the PAVE checklist supported with TEAM in case there's a slight risk factor in one of the PAVE items.
The ADM chapter of the Pilot's Handbook of Aeronautical Knowledge is the best source that I know of to read and learn more about ADM, CRM, SRM, risk management with PAVE, TEAM, the 5Ps...
It gets more in depth than what I just wrote and it's the most important subject for every flight operation.
I've been developing a system that allows me to make a "go/no-go" decision in an efficient manner with conventional and modern tools. It involves personal (human) factors, flight planning, flight preparation, the tools used, and a careful analysis and awareness throughout the flight. I will write every phase of a flight in detail to analize the practice of risk management in that particular phase of the flight with the TEAM accronym (Transfer, Eliminate, Accept, and Mitigate).
As always, the way I do all of this depends mostly on the environment and kind of operation. It could be a flight in VMC or IMC, in the day or night, a local or cross-country (training) flight, single-pilot or multi-crew, etc.
Suppose we'll fly from Montgomery Field, San Diego (MYF), to Corona (AJO) in a Piper Archer II to drop a friend off. A good flight planning starts hours before the flight. The best is to do it the night before. It's the time when we're more calmed, at home, and can think about the PAVE checklist in more detail.
We first think "Am I fit for the flight?" We can verify this with the IMSAFE checklist (Illness, medication, stress, alcohol, fatigue and eating/emotions). If one of these items are in question, there's no question; meaning no flying.
For the next letter of PAVE, A for Airplane, we determine if the airplane we chose for the flight is the right one. We know that the Archer has two radios, a DME and an IFR-approved Garmin 430 GPS. We remember the database is out of date, so it will be used for situational awareness. We check the weather to know how the temperature at the departure and destination will be. That way we know how the airplane will perform and how much payload we can put in the Archer.
We check the weight and balance for the Archer that we're going to fly. It is very important to have the basic empty weight and moment for the airplane we're going to fly with. If we don't have it, we can do it before the flight.
As for V, for EnVironment, we do the flight plan by filling out a navlog for both legs of the day with the basic information. The navlogs will be completed just before the flight when we get the standard weather briefing. We review the forecasted weather for the day of the flight, we review the terrain and airports along our route with the VFR sectional chart. The forecast is indicating a strong chance of IMC, so it's best to mentally prepare ourselves for an IFR flight in IMC.
What about E, for External Pressures? Your friend needs to be at Corona in the afternoon and you have a dinner with your girlfriend's/boyfriend's parents at 7 o'clock, so you must be back by 5:30pm. In case the flight cannot be completed as planned, you ask and recommend your friend to have another option to get to Corona. That way you mitigated the external pressures factor.
On this stage, we already managed some risks by doing a careful and thorough flight plan with alternates, carefully reviewing the route and departure/approach procedures, checked the performance of the airplane based on a quick forecast of the weather for the next day, we checked the weight and balance, and we managed an external pressure.
On the day of the flight we go through the PAVE checklist again, starting with the P, for Pilot, at home. We check our physiological condition with the IMSAFE checklist.
When getting to the airport, about one hour before our estimated time of departure, we check the rest: A for Aircraft, V for EnVironment, and E for External Pressures. All of these are part of the flight preparation.
The airworthiness of the airplane must be verified by checking the airplane binder to verify compliance with inspections and ADs, and by performing a good pre-flight inspection of the airplane. After checking the fuel, oil and all the nuts and bolts, we re-check the weight and balance of the airplane.
Now we can proceed with the standard weather briefing to complete the navigation log with wind corrections, the synopsis, weather reports and forecasts, AIRMETs, NOTAMs, etc.
As for External Pressures, they remain the same.
We now have a "go" to fly, so we head to the airplane. After doing a final inspection and making sure the chocks are removed, we get into the Archer, strap ourselves in and proceed with the cockpit organization.
As for the flight itself, we can review the PAVE items in every phase of the flight by performing a departure briefing after copying the ATIS and the clearance, and perform a takeoff briefing on taxi or on the run-up area. I wrote a post about briefings some time ago, but I improved the briefings checklist some weeks ago to make the briefing more efficient in a logical order.
It is important to note that the PAVE checklist is a way of making sure everything is "go" and you can proceed with the next phase of the flight. Just like in spaceflight. For example: In the cruise briefing you go through all the items and if the passenger feels sick or something's wrong with the airplane, it means a "no-go" to proceed with the flight and you must land as soon as practicable.
If you're wondering why I wrote a lot about flight planning and preparation is because risk management starts from the ground. It's the best place to have everything ready and go through the PAVE checklist supported with TEAM in case there's a slight risk factor in one of the PAVE items.
The ADM chapter of the Pilot's Handbook of Aeronautical Knowledge is the best source that I know of to read and learn more about ADM, CRM, SRM, risk management with PAVE, TEAM, the 5Ps...
It gets more in depth than what I just wrote and it's the most important subject for every flight operation.
Tuesday, August 27, 2013
Flight planning made more efficient
Suppose we plan a flight from Montgomery Field, San Diego (MYF), to Corona (AJO) in a Piper Archer II, using conventional tools and sources. Meaning paper sheets, pencil, the airplane manual, paper charts, and a phone. I'll also write how the flight planning would be most efficient by using electronic sources later.
Whether we actually fly or not, the flight planning works to keep us refreshed and to have the basic information ready for future flights with the same airplane on the same route.
As we gather all the things, we first take and extend the IFR low en-route chart, we take the terminal procedures charts and A/FD out, cut a notebook sheet, get an IFR navigation log sheet, the airplane manual, the flight computer, a pencil and eraser, and get a phone.
The route should always be planned as if there were no radar services (meaning no vectors to a navaid on departure, no vectors on the approach, etc.), as if it was a flight in IMC (meaning planning with an alternate), and with zero wind (the corrections will be done when getting the standard weather briefing). This way we're always prepared and ready to go to the alternate in case the weather deteriorates and we can't land at the destination airport, or what to do if we have a radio failure. The alternate should be selected based on the weather conditions, facilities and services it can provide in case we definitely need to go somewhere.
First, check whether there are prefered or tower en-route routes in the A/FD. If there are none, check the departure navaid and the approach navaid in the terminal procedures charts. We then join those navaids with airways and note all the navaids and fixes where the course changes on the notebook sheet. In our case, there's a TEC route for both flights: SANN19 and ONTN12. The departure navaid for Montgomery is Mission Bay VOR and for Corona is Paradise VOR. We also select our altitude based on the MEAs and the airplane's performance. Now note the distances between all the points. What about the approach procedure distances and times? I normally check if that airport has an ILS and base my calculations on that approach. In the case of Corona, there's only one approach. The VOR-A approach. I check the time needed for the procedure turn and FAF-to-MAP to account that time for the fuel burn. It's also good to note the missed approach point, and the distance and altitude to it to know the fuel burn in case we need to go missed. Plus that, note the airways, fixes and altitude the alternate airport.
We then check the climb, cruise and descent performance of the airplane and write the information like TAS, time, fuel, and distance for the climb, power, TAS and fuel burn for the cruise, speed, time and fuel burn for the descent. The descent can be divided in two parts: TOD to IAF and IAF to MAP.
We fill out the TAS, time and fuel burn for every fix of the plan.
The third option, using an iPad with ForeFlight and a navlog, is also a very efficient and interactive way of planning and preparing the flight, and we don't need to log into the DUATS website. We don't need an internet connection to plot a flight, but we won't be able to get a weather briefing, nor get a navlog with everything corrected for wind. We must also create a profile for the Archer for a navlog. The cool thing about ForeFlight is you can see the entire route in the IFR low en-route chart and switch to the VFR sectional or terminal chart with two finger taps. The terminal procedures charts for all the airports along our route are available and nicely displayed with a few finger taps as well.
We can get a DUATS briefing, in case we have an internet connection, enter the DUATS username and password in ForeFlight, after we set our route up, and we can also see weather charts in the Imagery section.
As I explained earlier, we copy ForeFlight's navlog information and the weather briefing information on a paper navlog.
I find DUATS' flight planner more accurate, although it's not as nice and interactive as ForeFlight. It's the best option for people who don't use the iPad in flight or don't have a ForeFlight suscription, like me.
In case we can't get a weather briefing online because it's midnight and no FBOs are open, it's always smart to get the weather briefing by phone. Especially if it's an IFR flight in IMC. So we must take our time, call the briefer and copy the information on the back side of the navlog.
A flight is 80% planning and preparation, and 20% flying. I hope the flight planning and preparation methods presented here help make everything more efficient without compromising safety.
Whether we actually fly or not, the flight planning works to keep us refreshed and to have the basic information ready for future flights with the same airplane on the same route.
As we gather all the things, we first take and extend the IFR low en-route chart, we take the terminal procedures charts and A/FD out, cut a notebook sheet, get an IFR navigation log sheet, the airplane manual, the flight computer, a pencil and eraser, and get a phone.
The route should always be planned as if there were no radar services (meaning no vectors to a navaid on departure, no vectors on the approach, etc.), as if it was a flight in IMC (meaning planning with an alternate), and with zero wind (the corrections will be done when getting the standard weather briefing). This way we're always prepared and ready to go to the alternate in case the weather deteriorates and we can't land at the destination airport, or what to do if we have a radio failure. The alternate should be selected based on the weather conditions, facilities and services it can provide in case we definitely need to go somewhere.
First, check whether there are prefered or tower en-route routes in the A/FD. If there are none, check the departure navaid and the approach navaid in the terminal procedures charts. We then join those navaids with airways and note all the navaids and fixes where the course changes on the notebook sheet. In our case, there's a TEC route for both flights: SANN19 and ONTN12. The departure navaid for Montgomery is Mission Bay VOR and for Corona is Paradise VOR. We also select our altitude based on the MEAs and the airplane's performance. Now note the distances between all the points. What about the approach procedure distances and times? I normally check if that airport has an ILS and base my calculations on that approach. In the case of Corona, there's only one approach. The VOR-A approach. I check the time needed for the procedure turn and FAF-to-MAP to account that time for the fuel burn. It's also good to note the missed approach point, and the distance and altitude to it to know the fuel burn in case we need to go missed. Plus that, note the airways, fixes and altitude the alternate airport.
We then check the climb, cruise and descent performance of the airplane and write the information like TAS, time, fuel, and distance for the climb, power, TAS and fuel burn for the cruise, speed, time and fuel burn for the descent. The descent can be divided in two parts: TOD to IAF and IAF to MAP.
We fill out the TAS, time and fuel burn for every fix of the plan.
We do the same for the return trip, or for the next leg of the day.
With that information we can fill out the navigation log with everything except the fuel, groundspeed and time. That information will be filled out when getting the winds aloft in the standard briefing just before the flight.
What do I do with the flight plan sheet? I put it in the left bag of the VFR kneeboard.
We check the weight and balance for the Archer that we're going to fly. It is very important to have the basic empty weight and moment for the airplane we're going to fly with. If we don't have it, we can do it before the flight.
Now we can proceed with the standard weather briefing while sitting at a table. So we call the weather briefer and copy the synopsis, AIRMETs, departure, en-route and destination weather reports and forecasts, winds aloft, and NOTAMs on the back side of the navigation log. It is also very important to know where the areas with VMC are in case we have an electrical failure or a navigation equipment failure. After hanging up we complete the navigation log for the first leg. If there was no TEC route, we would call the briefer again to file an IFR flight plan.
Doing everything with conventional tools and sources takes more time, but if you're an old-school kind of person, that's the most efficient way to do it. It also allows you to experience how the flight planning and navigation was done before the internet and iPads, and you know how to do everything in case none of them are available.
So lets see how the flight planning and preparation can be done using DUATS in a computer and printer, DUATS in a computer or iPad and a navlog, and using an iPad with ForeFlight and a navlog. These options are the most efficient ways to plan and prepare a flight under half an hour. It's the way to go in case you suddenly decide or need to go somewhere.
If you're wondering why I included a navlog in every option is because it's always good to have something in paper in case the iPad fails and in case there's no printer available to print the weather briefing and navigation log from DUATS. Always have backups.
So in the first option, DUATS in a computer and printer, we log in and enter all the information needed to get a standard weather briefing. We can now print the entire briefing and get a navigation log using DUATS' 'plan a flight' option. The good thing about DUATS' flight planner is that you can create an airplane profile with its performance and DUATS will use that information plus the winds aloft to create an accurate navlog. The format is not very nice, but it's usefull. It's good to print everything in two pages per sheet. That way we can put our DUATS navlog on our kneeboard and save paper.
In the second option, DUATS in a computer or iPad and a navlog, we log in on DUATS, get a standard briefing, copy the weather reports and forecast information, AIRMETs and NOTAMs on the back of the paper navlog and then copy the information provided in the DUATS flight planner on the paper navlog. I've never done it, but I think this is the best way to fill out a navlog and copy the weather information on a paper format efficiently.
With that information we can fill out the navigation log with everything except the fuel, groundspeed and time. That information will be filled out when getting the winds aloft in the standard briefing just before the flight.
What do I do with the flight plan sheet? I put it in the left bag of the VFR kneeboard.
We check the weight and balance for the Archer that we're going to fly. It is very important to have the basic empty weight and moment for the airplane we're going to fly with. If we don't have it, we can do it before the flight.
Now we can proceed with the standard weather briefing while sitting at a table. So we call the weather briefer and copy the synopsis, AIRMETs, departure, en-route and destination weather reports and forecasts, winds aloft, and NOTAMs on the back side of the navigation log. It is also very important to know where the areas with VMC are in case we have an electrical failure or a navigation equipment failure. After hanging up we complete the navigation log for the first leg. If there was no TEC route, we would call the briefer again to file an IFR flight plan.
Doing everything with conventional tools and sources takes more time, but if you're an old-school kind of person, that's the most efficient way to do it. It also allows you to experience how the flight planning and navigation was done before the internet and iPads, and you know how to do everything in case none of them are available.
So lets see how the flight planning and preparation can be done using DUATS in a computer and printer, DUATS in a computer or iPad and a navlog, and using an iPad with ForeFlight and a navlog. These options are the most efficient ways to plan and prepare a flight under half an hour. It's the way to go in case you suddenly decide or need to go somewhere.
If you're wondering why I included a navlog in every option is because it's always good to have something in paper in case the iPad fails and in case there's no printer available to print the weather briefing and navigation log from DUATS. Always have backups.
So in the first option, DUATS in a computer and printer, we log in and enter all the information needed to get a standard weather briefing. We can now print the entire briefing and get a navigation log using DUATS' 'plan a flight' option. The good thing about DUATS' flight planner is that you can create an airplane profile with its performance and DUATS will use that information plus the winds aloft to create an accurate navlog. The format is not very nice, but it's usefull. It's good to print everything in two pages per sheet. That way we can put our DUATS navlog on our kneeboard and save paper.
In the second option, DUATS in a computer or iPad and a navlog, we log in on DUATS, get a standard briefing, copy the weather reports and forecast information, AIRMETs and NOTAMs on the back of the paper navlog and then copy the information provided in the DUATS flight planner on the paper navlog. I've never done it, but I think this is the best way to fill out a navlog and copy the weather information on a paper format efficiently.
The third option, using an iPad with ForeFlight and a navlog, is also a very efficient and interactive way of planning and preparing the flight, and we don't need to log into the DUATS website. We don't need an internet connection to plot a flight, but we won't be able to get a weather briefing, nor get a navlog with everything corrected for wind. We must also create a profile for the Archer for a navlog. The cool thing about ForeFlight is you can see the entire route in the IFR low en-route chart and switch to the VFR sectional or terminal chart with two finger taps. The terminal procedures charts for all the airports along our route are available and nicely displayed with a few finger taps as well.
We can get a DUATS briefing, in case we have an internet connection, enter the DUATS username and password in ForeFlight, after we set our route up, and we can also see weather charts in the Imagery section.
As I explained earlier, we copy ForeFlight's navlog information and the weather briefing information on a paper navlog.
I find DUATS' flight planner more accurate, although it's not as nice and interactive as ForeFlight. It's the best option for people who don't use the iPad in flight or don't have a ForeFlight suscription, like me.
In case we can't get a weather briefing online because it's midnight and no FBOs are open, it's always smart to get the weather briefing by phone. Especially if it's an IFR flight in IMC. So we must take our time, call the briefer and copy the information on the back side of the navlog.
A flight is 80% planning and preparation, and 20% flying. I hope the flight planning and preparation methods presented here help make everything more efficient without compromising safety.
Friday, August 23, 2013
What's in my flight bag?
Hey there!
When I fly with passengers I take my backpack and put the most important stuff in it and I take the detachable bag with my headsets.
I made a quick video of what I have in my flight bag. I hope you like it!
When I fly with passengers I take my backpack and put the most important stuff in it and I take the detachable bag with my headsets.
I'm now looking for a new flight bag to buy that is not this big. One which I can use in my future job in corporate and in small airplanes.
Wednesday, July 10, 2013
Flying with a Knowledge-Hungry Passenger
This is about something that has been troubling me since I last flew with a friend.
My friend, who is a glider pilot in Germany, did a quick tour of the States, stopping by San Diego to meet me, look around the city and fly with me. He asked whether I could drop him off at Las Vegas, which was his next destination. I accepted to fly him there and I planned the flight. It was going to take us about 2:00 hours in the Piper Archer II.
Long story short, my friend is also passionate about aviation, likes to fly virtually with the Microsoft Flight Simulator, and is knowledge-hungry. I can definitely determine that, since he asked me tons of questions, to which I answered in German or English. The problem was when I was in a busy phase of the flight, or I was doing something that caused me to ignore him.
I told him politely to repeat his question or comment, but sometimes I couldn't figure out what he said because he lowered his voice. Maybe I felt that I was asking him in a rude way to repeat his question or to speak louder when I was busy, but it's never my intention to be rude. On the contrary.
I think what I should have done is to brief him about a sterile cockpit (no talking) below 3000ft. The problem with that is I also think that is a bit rude to say to a friend and/or someone who has a lot of questions and you would love to explain and interconnect every question he might have.
I should have told him as well that every time he hears my callsign, he should stop talking.
So that's basically it: I want to be a good person that answers and explains every question at the moment, but at the same time I'm very busy and don't want to look rude and make a bad impression by not answering him or telling him to wait.
The best solution is to make clear, before entering the airplane, that whenever the airplane is climbing below 3000 ft, and descending, he should only advise you of things he finds unusual, and you'll answer the questions he has above 3000 ft on the climb, or when exiting the airplane.
Tuesday, May 28, 2013
Piper PA-28R-200 Arrow II Standard Operating Procedures
When I'm bored and I have nothing to do, I develop stuff like this:
https://www.dropbox.com/s/cm1z8r4o5n4h69x/Piper%20Arrow%20II%20Standard%20Operating%20Procedures.pdf
It's the SOPs I made for the Arrow II. The objective was to take the normal and emergency procedures from the information manual and develop flow-pattern procedures, and a "challenge-response" checklist.
I'm sure my flight instructor will say to me "You really like overcomplicating things, don't you?" :)
But whatever my instructor tells me, I'll try using my flows to be more efficient in flight and avoid reading step by step what I have to do from a "read-do-response" checklist. Another thing I thought about using "read-do" checklists is that I don't memorize them, since it's read and do!
The departure briefing, takeoff briefing, cruise briefing, and arrival briefing included in the SOPs are intended to be performed with the briefings checklist I made a year ago:
It's also more time consuming to use the "read-do-response" method. I'll try doing a video comparing both methods when flying the Arrow II. Other important things are the abnormal and emergency procedures.
If your engine fails at 400ft AGL or your engine is on fire, will you read a checklist? Of course not. So, the majority of the abnormal and emergency procedures in my SOP must be done from memory. The abnormal and emergency procedures that do come with a "challenge-response" checklist are the ones where you have more time troubleshooting the problem and, in case of an engine failure above 1000ft AGL and an emergency landing commited from above 1000ft AGL, where it's critical to make sure you have performed those items.
There will be a lot of memorization and practice, of course, but I think the result will be pretty good. I'm sure I won't need 10 minutes from startup to take-off, like I always have needed, when using my flows and procedures.
Comments and feedback are always welcome!
Sunday, May 26, 2013
Checklists
Yesterday was cockpit organization, today it's another science and art of flying: Checklists.
Lately, I've been thinking about the methods airlines and corporate-flying use regarding checklists, and applying it to the general aviation world. I've read and been told that airlines use the "challenge-response" method for normal procedures, and the "call-do-response" for abnormal/emergency procedures.
What do they mean?
The "challenge-response" (do and verify) method includes a flow pattern of memorized items from Standard Operating Procedures to configure the airplane for a particular segment of the flight. After the flow, the pilot verifies the most important items, for that segment, have been done by using a checklist. In a multi-crew scenario, the pilot-monitoring performs the flows and reads the items of the checklist. The pilot-flying then responds verbally and by visually checking that item in the cockpit. The checklist doesn't have the same items of the flow, but only the most important ones. Also called "killer-items". Basically perform the actions by memory and verify the important items with a checklist.
The "call-do-response" (read and do) method is the one where the pilot reads an item from the checklist and performs an action. Or in the multi-crew scenario, the PM reads the item, and the PF responds verbally and performs the action. This method doesn't require the pilot to memorize the items, since every item (action) is included in the checklist. So, basically read the item and perform an action. It's also the method the majority of light airplane manufacturers establish in their manuals.
Both sound pretty good, don't they?
In this post I'll analyze which one is more efficient for a typical small airplane flight. That includes: which one is better for normal operations (and the specific flight segments), abnormal, and emergency procedures, which one's better for single-pilot and multi-crew operations (instructor and student, or pilot-flying and pilot-monitoring, for example), and then conclude with a system that allows for better efficiency and safety.
Here's a list of the typical normal flight segments:
Pre-flight (interior and exterior check of the airplane)
Pre-engine start (cockpit organization and departure briefing)
Engine start
After engine start
Before taxi
Taxi (instrument cross-check and verification)
Before takeoff (ground checks, engine run-up and takeoff briefing)
Takeoff (normal, short-field and soft-field)
Climb
Cruise (cruise and arrival briefings)
Descent/Approach
Landing (normal, short-field and soft-field)
After landing
Shut-down and securing
This is a list of the abnormalities, followed by the emergencies:
Electrical failure
Alternator failure
Insecure door
Radio failure
Engine failure on takeoff roll
Engine failure after liftoff
Engine failure in flight
Engine fire on ground
Engine fire in flight
Fire in airplane
Emergency descent
Emergency landing
Spin
The objective is to decide what method to use for each segment and abnormality/emergency. Some recommend using the "call-do-response" method for the segments on the ground and using the "challenge-response" method in the air. I would say the "challenge-response" method can be used for everything! The issue with that is the flight manuals always come with the "call-do-response" type and you would have to develop a kind of SOP with flows and a checklist for that airplane.
A NASA study shows the "challenge-response" method is safer and more efficient, because you might jump an item from the "call-do" checklist after getting distracted. Commercial aviation is safer than general aviation. That leads us to the conclusion that since airlines use the "challenge-response" method, it would be wise to use it in your Piper or Cessna.
The problem I see with this is that airlines always operate as multi-crew, so the PF can fly the airplane and the PM goes throught the abnormal/emergency procedures using the "call-do-response" method. As a single-pilot, there might not be enough time to perform all of those actions while reading the checklist, so it's better to use the "challenge-response" method.
With that said, I'd say the kind of method used begins with the type of airplane and whether the flight will be performed as single-pilot or multi-crew. If the airplane requires a multi-crew for its operation, then the "challenge-response" method can be used for normal procedures and the "call-do-response" for abnormal/emergency procedures.
If the airplane can be flown as single-pilot and in the case it's a dual flight, or a safety pilot is required, then the "challenge-response" method is recommended for every normal, abnormal or emergency procedure. The thing with flying as single-pilot is all the tasks are performed by only one person and the tasks can't be shared, so it becomes much more critical to perform all those procedures from memory and then verify the important items with a checklist containing no more than five or six items.
So, what's now to be done is a flow checklist in form of SOPs for the airplanes you're going to fly, and a checklist to be used in the airplane to verify the important items have been done. This is much more complicated and requires memorization of procedures and flows.
Maybe that's why the "call-do-response" method is more attractive for the average airplane owner and/or flight school, but it isn't necessarily safer nor more efficient.
As I've said before, it's also a good subject to talk about in the hangar.
Friday, May 24, 2013
Cockpit Organization
The last post was for fun, but we'll get serious now.
What about a VFR flight? If it's a local 'for-the-fun-of-it' or a training flight, I use my VFR kneeboard on my right upper leg and put the terminal/sectional chart of the area I'm going to fly in on my left upper leg. For a cross country flight, I fold the navigation log in a way that shows the most important information and allows me to write on it comfortably.
As the title in the last post, cockpit organization is a science and art. It's a fundamental subject to look at and analize so we can set our material in the cockpit where everything's reachable and efficiently positioned for quick reference. Organizing the cockpit can get to a point where the amount of stuff you have is just too much, or on the contrary, insufficient. The goal of cockpit organization is to have all the information needed for the flight within reach and for quick reference, to avoid task overloads and without falling behind the curve.
What's needed for a particular flight depends on the type of flight. VFR or IFR, local or cross-country, VFR and then IFR, or viceversa, and day or night. Flying VFR requires the least amount of stuff in the cockpit, increasing when flying IFR or knowing you'll fly VFR and the weather will deteriorate.
As we can see, the first and most important factor in determining what to put in the flight bag is weather. That's why checking the weather before leaving home will be always a good thing to do. Especially when not instrument rated. There are many variables of how a pilot can arrange everything in the cockpit. It can be by using only an iPad; a mix of a kneeboard with sheets to write on, an iPad for the terminal procedure charts and an en-route paper chart; or using only paper charts. There's always an option of using Jeppesen paper charts (which are unbounded), or using the AeroNav paper charts bounded or unbounded.
Another good thing to think of, is backups. Regardless of the airplane, its instruments and equipment (FMS, GPS, integrated EFB, etc.), or when using a tablet as EFB, having backup (paper) charts and other navigation material is always a good idea.
We must understand airplanes and equipment fail. Think about this scenario for a moment: You're flying a state-of-the-art Cirrus SR-22 IFR at night with only an iPad on your upper leg. You then get a total electrical failure and your iPad battery is low, because you were showing funny youtube vids to your friends in the dinner restaurant. You were charging it with the airplane's electrical power, but now it's out. You were only relying on your iPad as your information reference tool. You didn't bring a backup (paper charts, for example). It's IMC. What now?
That might have been too exagerating, but as a wise saying: Prepare for the worst, hope for the best. Bringing only an iPad without backups is also not a good idea. By the way, if your examiner sees you're using only an iPad, he asks you whether you have paper backups, and you say "no", your checkride will be over.
What I do is to bring and arrange the stuff I need for the flight to achieve a good level of efficiency and optimization, without compromising backup stuff, and without spending too much. It's a science and art, you know.
So, let's begin with what I put in my flight bag. First, I decide what bag to take. I have a backpack and a Jeppesen Navigator flight bag. I normally use the flightbag for long cross-countries, and the backpack for local flights and short cross-countries. That also makes me think: What about when flying with passengers and not being able to put my bag on the back seats? My instructor has a handbag-like bag with enough space for headsets, a fuel tester, flashlights, a logbook, charts and other stuff. it looks handy, and it would be great if you can put it on the floor, below your legs, in front of the seat. that would be totally cool. Since I'm instrument rated, I bring both VFR and IFR enroute and terminal charts. As I wrote, you can always find yourself departing VFR or IFR, and arriving VFR or IFR. That's why it's good to bring your VFR and IFR stuff. I also use a digital wrist watch. Here's the list:
The Airport/Facility Directory.*
The IFR low en-route and the VFR sectional charts for the route to be flown.*
The terminal procedures booklet.*
My iPad mini.
The airplane's information manual.*
My IFR and VFR kneeboards (Yes, both) with the route's navlog in, a small IFR and VFR plotter, my custom-made briefings checklist, a pen and two pencils in them. And last but not least, my E6-B flight computer.
A small notebook for the sheets I use to write on the kneeboard.
My FAR/AIM.*
Documentation I might need.
My logbook.*
A water bottle.
My headsets.
My sunglasses and my 'must have available glasses for flight'.
My camera.
In the front pocket: The normal-size VFR plotter, pens and pencils, a flashlight, a timer, my small scanner, a fuel tester, post-it notes, and that's basically it.
In one of the back pockets: Napkins to clean stuff. Usually from fast-food restaurants or restrooms.
Now, how do I actually arrange everything in the cockpit? I call it "the nest". Let's start with an IFR flight in the night, which is also the set-up I use for an IFR flight with predominant IFR conditions.
First, with my flashlight attached to my ear, and seated on the co-pilot seat (in case it's a Piper), I take my headsets, kneeboards and the en-route charts from the bag I put on the right seat in the rear. After strapping myself in, I put the IFR kneeboard on my left upper leg, the VFR kneeboard on my right upper leg, I fold the VFR sectional chart for the area I'll be flying over and put it between the 'wall' and the seat. I fold the IFR en-route chart and secure it on the IFR kneeboard. I usually have another chart that I might use in the space between the fabric and the metal tablet of the kneeboard.
The reason for securing everything in two kneeboards is because I don't want to be moving around when flying in IMC manually. It's much better to have everything accesible right in front of you, or somewhere where you need little arm and head movement, than having everything spreaded in the whole cabin.
The reason for securing everything in two kneeboards is because I don't want to be moving around when flying in IMC manually. It's much better to have everything accesible right in front of you, or somewhere where you need little arm and head movement, than having everything spreaded in the whole cabin.
When not using the iPad mini, I use the AeroNav terminal charts. When using the unbounded AeroNav or Jeppesen charts, I take the departure airport charts out and attach them to the yoke clip. Those would be: the airport diagram, the departure procedure and the approach chart. When cruising, I put them back in and take the arrival airport charts: Approach chart and airport diagram. It's also a good idea to use unbounded charts to get used to airline operations. Many are using iPads nowadays, though.
 |
| Set-up of an IFR flight with predominant IFR conditions |
When flying IFR in the day and the weather is mostly VFR, I use the VFR kneeboard to write. I fold and put the IFR en-route chart on my left upper-leg and put the bounded charts on it. The checklist is in the small bag of the Piper's 'wall' next to my left knee and the VFR sectional chart is between my left leg and the 'wall' of the airplane.
 |
| Set-up of an IFR flight with predominant VFR conditions |
I decide whether to use the bounded or unbounded AeroNav charts based on the predominant weather conditions. If it's IMC in the en-route part and in the destination or arrival airport, I use the unbounded charts and attach them on the yoke clip. The reason for that is because I like to have the charts just below the instrument six-pack, instead of having them on my left upper-leg, requiring more head movement to read the chart. It's relative, but when flying without autopilot in IMC it is very important to concentrate on flying and navigating. The less head movement, the better.
When flying IFR and it's VMC, I use the bounded charts and put them on the IFR en-route chart, which is on my left upper-leg.
Why do I take the VFR sectional chart out when flying IFR? In case I cancel IFR and continue visual, and in case I have an engine failure or total electrical failure at night, I have the VFR sectional ready to look where the mountainous area is to avoid it and fly to VMC, and/or to find a good field or airport for an emergency landing.
When using the iPad mini, I put it either in the middle of the yoke by attaching it to a RAM mount, or I put it on the IFR kneeboard. What's it for? For the terminal procedures charts and other documents.
When flying IFR and it's VMC, I use the bounded charts and put them on the IFR en-route chart, which is on my left upper-leg.
Why do I take the VFR sectional chart out when flying IFR? In case I cancel IFR and continue visual, and in case I have an engine failure or total electrical failure at night, I have the VFR sectional ready to look where the mountainous area is to avoid it and fly to VMC, and/or to find a good field or airport for an emergency landing.
When using the iPad mini, I put it either in the middle of the yoke by attaching it to a RAM mount, or I put it on the IFR kneeboard. What's it for? For the terminal procedures charts and other documents.
What about the checklist? I put it in the side pocket of the plane and take it out when needed.
What about a VFR flight? If it's a local 'for-the-fun-of-it' or a training flight, I use my VFR kneeboard on my right upper leg and put the terminal/sectional chart of the area I'm going to fly in on my left upper leg. For a cross country flight, I fold the navigation log in a way that shows the most important information and allows me to write on it comfortably.
 |
| VFR cross-country flight from Henderson (Las Vegas) to Montgomery Field (San Diego). When flying solo, I secure the chart on the right seat. |
Here's the issue I find on using the iPad with ForeFlight (to mention a flight app):
The wifi-only, 16Gb iPad costs $360 with taxes included. That's a one-time investment, though. The ForeFlight Basic subscription is $74.99 per year. That, plus the paper backup charts you'll have to buy. In a year you'll need 6 A/FDs ($25.5), 6 TPPs ($28.5), 2 VFR sectional charts ($14.4), 6 IFR low en-route charts ($25.2), and 6 VFR terminal charts, depending on location, ($29.7). That would be about $124 plus taxes per year for paper charts in only on state.
Personally, I'm an old-school kind of guy, so I prefer using paper charts. They don't need battery, you can use them as sun covers, you can write stuff on them, but if you're thinking about saving paper and being more environmental friendly, then the iPad is a great tool. I think the best thing a pilot can do is finding the balance between paper charts and using an iPad, without investing too much money.
Would I fly using only the iPad? No. I'd feel naked if I did that. Is the iPad reliable? Yes. It's not FAA-approved for nothing. I'm someone who is strongly aware of what could happen if the power goes out and it brings a peace of mind when knowing you bring paper charts with you. I know it's not cost-efficient to buy paper charts, but I prefer thinking on the safe side. So, for me the solution is to download a custom-made bundle from www.chartbundle.com of the A/FD and TERPs, and open it in eBooks. That way I can do a pretty good mix of paper and electronics, without having to buy a $74.99 suscription every year.
Now check the list items marked with an asterisk. All of that can be in an electronical format in the iPad and it would save you energy to carry all that extra weight and you would also save fuel (relatively).
I've read some pilots are using only the iPad, or doing a mix as I do. Some pilots don't bring anything at all for local flights or aerobatics. If they have to write something, they write it on the bare skin of the upper leg! Everybody has to find their own system of organizing their nest. As I wrote, there are many variables that one can think of, but the goal is clear: It's all about being organized and having all available information concerning that flight, as Part 91.103 states:
Preflight action.
Each pilot in command shall, before beginning the flight, become familiar with all available information concerning that flight.
And of course, having it with you in the flight!
It's still something good to talk about in the hangar.
Tuesday, May 21, 2013
The Art of Cockpit Organization
Some pilots use paper charts.
Some pilots use iPads.
Some pilots carry everything with their hands (and their charts fly away).
Some pilots use big flight bags weighing more than 30 pounds full of stuff from the whole course.
Some pilots like velcro and fill the cabin with it.
Some pilots like bringing massive amounts of pens and pencils.
Some pilots use pens.
Some pilots use pencils (and some even use mechanical ones!).
Some pilots use AeroNav charts.
Some pilots use Jeppesen charts.
Some pilots use a kneeboard.
Some pilots use two kneeboards!
Some pilots don't use GPS.
Some pilots use the airplane's GPS, a handheld, and the iPad's GPS!
Some pilots use the manufacturer's checklist.
Some pilots use their own checklists.
Some pilots develop flows and use the checklist thereafter.
Some pilots don't use checklists!
Some pilots lack of charts and material.
Some pilots like bringing backups of everything and fill every cabin pocket so it's easily reachable.
Some pilots arrange their stuff nicely and orderly (even have an obsessive-compulsive behaviour).
Some pilots make the term 'cockpit organization' an oxymoron.
Some pilots like writing everything on their kneeboards.
Some pilots write on their upper leg.
Some pilots don't even write anything!
Some pilots bring the sufficient stuff necessary for that flight.
Some pilots don't bring anything at all.
Friday, May 10, 2013
Montgomery Fields Forever
The alarm goes off. It's 8 o'clock in the morning. I open the window curtains and I see a gray cloud layer all over the city. Sure is chilly outside. I let the water flow in the sink and wash my face with the cold water. I then go to the kitchen and turn my laptop on. That's usually the first thing I do when preparing breakfast. The start-up takes a while, so I turn the oven on and set it on 350ºF to bake the bread roll for breakfast. I take the orange juice, the ham, butter and an apple from the fridge. There are still many eggs in the fridge, so I'll make some scrambled eggs for tomorrow's breakfast. The Nutella is in the overhead cabinet, almost empty. The oven clicks when the temperature reaches the selected setting. I put the bread rolls in and set 7 minutes on the timer.
My laptop is up and running, so I enter Firefox to check the weather. Typical winter weather in San Diego: The marine layer covering from Point Loma to El Cajon to Carlsbad. It's good to be instrument rated in case the layer persists after noon. I planned a VFR cross country flight to Long Beach the night before. The weather report doesn't help for a VFR departure, but the forecast looks promising. I'm sure the layer will dissipate by 10 or 11 o'clock. The weather's good in the Long Beach area. The bread is ready so I put it on a plate and return to the table. I notice a bed-movement noise in my roommate's room. Maybe he's awake. He usually plays late at night and sleeps 'till noon. That's when he has nothing to do, though. Sometimes his instructor tells him to be at the flight school at 7 o'clock for the lesson. My flight instructor is not a morning person, so he usually tells me to be there at 10 or 11 o'clock. I'm his only student for the most time, so we have two lessons per day. A mix of groundschool and then a flight, or two flights, or a whole day of groundschool.
I put a Big Bang Theory channel on Veetle while eating. I'm a slow eater, so I always put something to watch at while having breakfast or dinner. My roommate comes out of his room. "Que pasó muchachooo" is my typical greeting. He's not flying today, but has a ground lesson later in the day.
I put the plate, glass, etc. in the washmachine and go to my room to get ready. No need to shower, I did the night before. It's good that students are not required to wear a uniform in this school. I can understand that when attending a cool flight academy and when already working, but this is just a normal local flight school.
I make sure everything's packed in my bag. Charts up-to-date, headsets, laptop, kneeboard, water bottle... I take my bike and open the door. We live in the second floor, but the stairs are right there at the entrance. The bike is light, so I never have problems getting out and into the apartment. Riding on Ruffin Road, then turning left onto Aero Dr. Past the public library and looking at the planes taking off and landing on runways 28 left and right. I love to live near the airport. You can hear the planes applying takeoff power from the living room; the Marine Corps from Miramar as well. The sound of the F/A-18s in pattern work is just like hearing the waves from your hotel room at the beach. Pretty relaxing. I normally turn onto John Montgomery Dr. and enter the airport via an entry ramp. Passing through the hangars and the Cirrus airplanes of Coast Flight Training, I arrive at the school. I also like to ride directly to the airplane I intend to fly to check if it has fuel.
I put my bike next to the soda machine and enter the school office. Nobody's at the counter, but I hear jazz and blues coming from Nug's office. He was there, I say good morning and tell him I'm doing a cross-country flight with the Archer. I think he has an idea of who I am, since I've been present in the school many days. He hands me 6365C's binder and I check the times and the page of malfunctions. Everything looks good, so I take my laptop and kneeboard out of my bag and leave them there. I take my bag and binder to the airplane and take the cover (pijamas) off the plane. I always put my bag on the right seat of the back to get my stuff easily. I then seat on the copilot side and compare the numbers showing in the tachometer and hobbs with the ones written in the binder. I connect my headsets and start doing the pre-flight check of the plane. Airplane documents checked, flaps are set, check the fuel indicators with the battery on, turn coordinator with no flag and running smoothly...outside the cockpit I check the flaps, control surfaces, drain some fuel from the tanks and sump from the engine, check the tires, windshield, oil, the prop... all that wonderful stuff.
The plane looks good so I return to the office to get a weather briefing with DUATS. I also look at the satellite pictures to see how the clouds are dissipating and their general movement. I then print the briefings for cross countries (with four pages per sheet, of course) so that I have the weather and NOTAM information readily available in case I must divert or something.
With everything ready and the basic flight preparation stuff done, I say bye to whoever is around. I take my laptop and kneeboard and leave the office. As I walk to the plane, I notice the sky has been clearing out. There are some scattered clouds over the coast, so I'm sure I'll be able to depart westbound along the coast as we usually do.
I pull the chocks out and make a quick check of the plane. Ok, everything still in its place. I get into the Archer and strap myself in, after adjusting the seat. I start building my nest by straping my kneeboard around my leg and unfold/fold the visual chart for the sections I'll be using. I then take my scanner and set the ATIS frequency to copy it. "Montgomery Airport information Delta..." With all that done, I start going through the checklist: Pre-engine start checklist. Flaps up, fuel selector to fullest tank, circuit brakers in, brakes set... "Where are the keys? Oh right, still in the binder" - "Clear prop!" I shout from the storm window and check the area surrounding the plane. My instructor did an excellent job on showing me how to properly start an engine. Around the ramp, one usually hears the cranking of an engine followed by a high acceleration of the engine and then a reduction of power. I always turn my head to the sides when hearing that. It's all about the priming and throttle position, taking into account the temperature of the engine. My engines always start with two or three turns of the prop, followed by a slow rise in RPM, and then adjusting the power to 1000RPM. I love it. It's good for the engine too! Oil pressure in the green and avionics on.
After doing all the before-taxi checklist items, I release the brakes and advance the throttle just a bit to start moving. When starting to move, I test my brakes to a full stop and then start a normal taxi to taxiway India. While taxiing on India I call ground "Montgomery Ground, Cherokee 6365C at India approaching Golf, for westbound departure, with Delta." They give me instructions to taxi to runway 28L via Golf, Hotel and Bravo. Checking the instruments in the turns and when not accelerating, I reach the run-up area of runway 28L.
Before takeoff checklist. Basically checking the flight instruments, flight controls, engine run-up and mags check, appropriate suction and engine indications. I set the GPS with the route, comms and navaid frequencies on the radios and course on the VOR instruments. It's also a good thing to mentally review the procedures in case the engine starts running rough on takeoff and climb, or if something else happens.
"Montgomery Tower, Cherokee 6365C holding short 28L, ready for westbound departure." - "6365C, wind 260 at 8, runway 28L, cleared for takeoff."
I note the time, write it in my sheet of paper on my kneeboard, release the brakes, turn the landing light and transponder on, I start moving to the runway, check final is clear and align the plane on the centerline, while checking the wind cone to position the flight controls for that wind. "Takeoff!" I advance the power smoothly and check for proper setting and engine indications. "Engine on the green, airspeed alive..." I dance on the rudder pedals a bit to remain on the centerline while accelerating down the runway. At 60 knots I start pulling the yoke to establish a lift-off attitude and the Archer breaks free of the ground, still accelerating past 65 knots. I maintain Vx for some time and start dropping the nose to maintain 76 knots, which is Vy.
I climb westbound direct to Mount Soledad and try to reach 4500 feet before getting into the Bravo airspace in the north. It climbs pretty quick with only one person on board and "full" fuel. "65C, frequency change... approved"
Past Mount Soledad reaching 4500 feet, I check my altimeter to verify I was at 4500. It was an unusual altitude at that point, caused by the lighter weight performance and winds. As I requested flight following to Long Beach at 6500 feet with SoCal Approach, I could see the ocean to my left, still covered with some scattered clouds. To my right: Ramona, Encinitas, Palomar Airport as I cruised at 110 knots over the ground with some headwinds.
Not much happens when cruising. Just checking the fuel gauges, changing the tank every 30 minutes, engine indications, listening to the ATC... and enjoying the feeling of being airborne.
Just before flying abeam Orange County I request a practice ILS approach to Long Beach. "Expect vectors for practice ILS runway 30 approach." I already had my terminal procedures booklet with the approach chart ready. I tune the ILS frequency in the nav 1 and 301º on the OBS. Click on the Nav 1 audio switch and waited for the ILS identification code. All of that being part of the standard approach briefing, including listening to the ATIS, reviewing the touchdown zone elevation, tuning the expected frequencies on standby, glideslope intercept altitude, timing from the Final Approach Fix to the Missed Approach Point at 90 knots, minimums and a review of the missed approach procedure.
I'm now getting vectors for the straight-in ILS approach, which I acknowledge "65C, heading 290", "65C, heading 320, descend and maintain 2000, maintain 2000 until established on the localizer and cleared for practice ILS 30 approach".
I complete the descent checklist items and begin reducing my speed to 90 knots before intercepting the localizer. Smooth approach, I must say. I start the time at the FAF as I was already established on the glideslope. Flaps 10. I was then handed off to the tower frequency and they cleared me to land. Before landing checklist complete. "I really like the approach here; nice long concrete runway" I'm thinking. Flaps 25, still on the ILS and managing power and attitude to maintain a nice 3º approach. I ignored the timer, since it is a beautiful day and wanted to enjoy the view. Flaps 40 and final approach speed of 65 knots. Over the runway threshold, I continue my normal approach path and attitude until reaching a nice flaring height. I start pulling the yoke while reducing power smoothly; dancing on the pedals and making horizontal adjustments with the ailerons to keep a nice trajectory to the centerline with the wings level, except when getting a crosswind, I bank the wing to the wind and try to make a smooth touchdown with that wheel. Basic crosswind technique. This wasn't the case, though. The wind is coming right towards me, helping me make a good and soft landing on that runway.
While keeping a good climb attitude and making correct adjustments, the plane touches down on its main wheels first. I like to keep the nosewheel up and flaps down to keep that aerodynamical braking in effect to avoid using brakes. I then start calculating the distance to my exit taxiway, Golf to the right, and begin using brakes to get to a normal taxiing speed and leave the runway. I complete the after landing items and call ground. "65C, requesting taxi for a southbound departure", "65C taxiing to runway 25L via Golf, Charlie, Lima, Juliet, Juliet 1". I taxi and notice a Jetblue A320 at the terminal gate. When at the hold short position, I do a quick magneto and engine indications check. I contact tower and was cleared for takeoff after a Cessna touched down and other two crossed the runway.
With takeoff power and everything on the green, I take off from Long Beach, heading back to Montgomery Field. I start flying direct to the Emmy and Eva Oil Platforms, climbing to 5500 feet. I have to remain clear of the John Wayne class C airspace, since I haven't established flight following with SoCal Approach just yet. I keep flying southbound, climbing to 5500 feet to remain clear of the Charlie.
I then get a sqawk code and am cleared to fly direct Mount Soledad. Just some twists and clicks on the GPS and I'm now flying direct VPSMS, the GPS waypoint name for it. Nothing special in this return flight. I look at the departures from John Wayne Airport. ATC has to restrict their climb because of me. Looks cool to see an airliner fly below you. "Sorry guys" I think to myself for being a disturbance in their climb. Newport Beach, Dana Point... just some miles more to go.
I'm cleared through the San Diego class Bravo airspace at 5500 feet. This is where the fun begins. I then select 126.9 on the comm 2 to listen to the Montgomery ATIS an I copy it on my kneeboard sheet, circling the ATIS identifier letter. Fuel balance's good, the engine's good, speed's good, I'm good.
I'm now instructed to descend to 3500 and I go through the descent checklist. "65C, you're 5 miles from Mount Soledad, radar services terminated, contact Montgomery Tower". I turn my landing light on and switch to tower frequency. I contact them just before reaching Mount Soledad, to which they respond "65C, squawk 0400, make left downwind for runway 28L. Traffic, barnstormer, 5 o'clock 3 miles". I already had the biplane in sight and I start my descent to traffic pattern altitude. The view is perfect. I can see Coronado Bridge, downtown, Miramar and the mountains to the east. Just a couple of feet to lose after passing the Sierra Mesa College. I'm sure they get to hear all the airborne traffic into and out of Montgomery Field.
The plane is starting to move now, but a bit of turbulence only makes things even funner and interesting. With the landing checklist done and at 1400 feet, I get another traffic advisory. A helicopter departing Sharp hospital. In sight and reducing my speed to make a smooth approach from downwind leg, I fly abeam the runway numbers, reduce my power and apply 10º of flaps. "65C, traffic's a Cessna landing on 28R, wind 290 at 6, runway 28L, cleared to land".
45º from the runway, I start my turn to base, flying over Fry's and Wal Mart. Flaps 25 and just a cumple of seconds later, I start my turn to final, adjusting power and attitude to enter a nice final approach path.
Flaps 40 and speed 65 to 70 knots, I bank the wings of the Archer to the wind and apply opposite rudder to maintain the plane's longitudinal axis aligned to the centerline. All while keeping a constant path to the runway and correcting the attitude shifts caused by the wind and turbulence.
2 planes waiting for me to land: A 172 and a yellow Cub. I hope I can make a smooth touchdown to make them do the 'not-bad' face. Just before reaching the threshold, I cut the power and start transitioning to a climb attitude. Holding that attitude and making quick adjustments, I touch down with the mains first and the nosegear milliseconds thereafter. Wasn't a smooth one, but I'm safely on the ground, decelerating with full back pressure on the yoke. "65C, exit left on Golf and contact ground, good day!"
Before landing checklist done and time noted, I contact ground requesting taxi to NAC. "65C, taxi to NAC via G, caution helicopter landing at midfield". I read back and open the storm window to get some fresh air while taxiing to the school. I take a deep breath
The chocks are still where I left them. I calculate the inertia required to enter the parking position without adding more power. I turn to the center, watching both wingtips to avoid the wingtips of the planes on my both sides. I then stop, put the parking brake on and turn the avionics off. Mixture out and the engine shuts down. As soon as the prop stops moving, I turn the mags and master switch off.
With the time noted, I remove my seatbelts and get the binder to enter the hobbs and tach time. "It was a good flight!" I say to myself an I then start packing my nest and my headsets back in my bag. I stretch when already out of the plane, standing on the wing by the door. I take my bag and the binder out and recheck everything's off and nice for the next guy flying it.
With the door closed, I take the cover from the baggage door and throw it on top of the plane.
Following a clockwise walk from the right of the plane, just behind the wing, I secure the rear straps first, and then the front ones. With the chocks on the nose gear, I then take my bag and the binder to the office. I greet everybody and return the binder, telling them everything's fine with the plane.
I check the schedule, so I can fly in the late evening and reserve the plane for me.
After an usual chat with the guys there, I then take my bike and leave. I always try riding hands-free around the ramp, always looking out for cars or other planes coming out of the hangars, of course ;) It's lunch time, so I'll go home and cook something. My teriyaki ala Daniel, maybe. Anyways, I decided to stop by at Christy's Donuts and then go to Learn to Fly San Diego and see whether my roommate was there. Riding home, I began thinking where to fly in the evening. As I looked to my left, a Cessna flying on final to land. I'll let the finger decide where to fly without looking at the chart.
Nothing like flying at Montgomery Fields Forever...
My laptop is up and running, so I enter Firefox to check the weather. Typical winter weather in San Diego: The marine layer covering from Point Loma to El Cajon to Carlsbad. It's good to be instrument rated in case the layer persists after noon. I planned a VFR cross country flight to Long Beach the night before. The weather report doesn't help for a VFR departure, but the forecast looks promising. I'm sure the layer will dissipate by 10 or 11 o'clock. The weather's good in the Long Beach area. The bread is ready so I put it on a plate and return to the table. I notice a bed-movement noise in my roommate's room. Maybe he's awake. He usually plays late at night and sleeps 'till noon. That's when he has nothing to do, though. Sometimes his instructor tells him to be at the flight school at 7 o'clock for the lesson. My flight instructor is not a morning person, so he usually tells me to be there at 10 or 11 o'clock. I'm his only student for the most time, so we have two lessons per day. A mix of groundschool and then a flight, or two flights, or a whole day of groundschool.
I put a Big Bang Theory channel on Veetle while eating. I'm a slow eater, so I always put something to watch at while having breakfast or dinner. My roommate comes out of his room. "Que pasó muchachooo" is my typical greeting. He's not flying today, but has a ground lesson later in the day.
I put the plate, glass, etc. in the washmachine and go to my room to get ready. No need to shower, I did the night before. It's good that students are not required to wear a uniform in this school. I can understand that when attending a cool flight academy and when already working, but this is just a normal local flight school.
I make sure everything's packed in my bag. Charts up-to-date, headsets, laptop, kneeboard, water bottle... I take my bike and open the door. We live in the second floor, but the stairs are right there at the entrance. The bike is light, so I never have problems getting out and into the apartment. Riding on Ruffin Road, then turning left onto Aero Dr. Past the public library and looking at the planes taking off and landing on runways 28 left and right. I love to live near the airport. You can hear the planes applying takeoff power from the living room; the Marine Corps from Miramar as well. The sound of the F/A-18s in pattern work is just like hearing the waves from your hotel room at the beach. Pretty relaxing. I normally turn onto John Montgomery Dr. and enter the airport via an entry ramp. Passing through the hangars and the Cirrus airplanes of Coast Flight Training, I arrive at the school. I also like to ride directly to the airplane I intend to fly to check if it has fuel.
I put my bike next to the soda machine and enter the school office. Nobody's at the counter, but I hear jazz and blues coming from Nug's office. He was there, I say good morning and tell him I'm doing a cross-country flight with the Archer. I think he has an idea of who I am, since I've been present in the school many days. He hands me 6365C's binder and I check the times and the page of malfunctions. Everything looks good, so I take my laptop and kneeboard out of my bag and leave them there. I take my bag and binder to the airplane and take the cover (pijamas) off the plane. I always put my bag on the right seat of the back to get my stuff easily. I then seat on the copilot side and compare the numbers showing in the tachometer and hobbs with the ones written in the binder. I connect my headsets and start doing the pre-flight check of the plane. Airplane documents checked, flaps are set, check the fuel indicators with the battery on, turn coordinator with no flag and running smoothly...outside the cockpit I check the flaps, control surfaces, drain some fuel from the tanks and sump from the engine, check the tires, windshield, oil, the prop... all that wonderful stuff.
The plane looks good so I return to the office to get a weather briefing with DUATS. I also look at the satellite pictures to see how the clouds are dissipating and their general movement. I then print the briefings for cross countries (with four pages per sheet, of course) so that I have the weather and NOTAM information readily available in case I must divert or something.
With everything ready and the basic flight preparation stuff done, I say bye to whoever is around. I take my laptop and kneeboard and leave the office. As I walk to the plane, I notice the sky has been clearing out. There are some scattered clouds over the coast, so I'm sure I'll be able to depart westbound along the coast as we usually do.
I pull the chocks out and make a quick check of the plane. Ok, everything still in its place. I get into the Archer and strap myself in, after adjusting the seat. I start building my nest by straping my kneeboard around my leg and unfold/fold the visual chart for the sections I'll be using. I then take my scanner and set the ATIS frequency to copy it. "Montgomery Airport information Delta..." With all that done, I start going through the checklist: Pre-engine start checklist. Flaps up, fuel selector to fullest tank, circuit brakers in, brakes set... "Where are the keys? Oh right, still in the binder" - "Clear prop!" I shout from the storm window and check the area surrounding the plane. My instructor did an excellent job on showing me how to properly start an engine. Around the ramp, one usually hears the cranking of an engine followed by a high acceleration of the engine and then a reduction of power. I always turn my head to the sides when hearing that. It's all about the priming and throttle position, taking into account the temperature of the engine. My engines always start with two or three turns of the prop, followed by a slow rise in RPM, and then adjusting the power to 1000RPM. I love it. It's good for the engine too! Oil pressure in the green and avionics on.
After doing all the before-taxi checklist items, I release the brakes and advance the throttle just a bit to start moving. When starting to move, I test my brakes to a full stop and then start a normal taxi to taxiway India. While taxiing on India I call ground "Montgomery Ground, Cherokee 6365C at India approaching Golf, for westbound departure, with Delta." They give me instructions to taxi to runway 28L via Golf, Hotel and Bravo. Checking the instruments in the turns and when not accelerating, I reach the run-up area of runway 28L.
Before takeoff checklist. Basically checking the flight instruments, flight controls, engine run-up and mags check, appropriate suction and engine indications. I set the GPS with the route, comms and navaid frequencies on the radios and course on the VOR instruments. It's also a good thing to mentally review the procedures in case the engine starts running rough on takeoff and climb, or if something else happens.
"Montgomery Tower, Cherokee 6365C holding short 28L, ready for westbound departure." - "6365C, wind 260 at 8, runway 28L, cleared for takeoff."
I note the time, write it in my sheet of paper on my kneeboard, release the brakes, turn the landing light and transponder on, I start moving to the runway, check final is clear and align the plane on the centerline, while checking the wind cone to position the flight controls for that wind. "Takeoff!" I advance the power smoothly and check for proper setting and engine indications. "Engine on the green, airspeed alive..." I dance on the rudder pedals a bit to remain on the centerline while accelerating down the runway. At 60 knots I start pulling the yoke to establish a lift-off attitude and the Archer breaks free of the ground, still accelerating past 65 knots. I maintain Vx for some time and start dropping the nose to maintain 76 knots, which is Vy.
I climb westbound direct to Mount Soledad and try to reach 4500 feet before getting into the Bravo airspace in the north. It climbs pretty quick with only one person on board and "full" fuel. "65C, frequency change... approved"
Past Mount Soledad reaching 4500 feet, I check my altimeter to verify I was at 4500. It was an unusual altitude at that point, caused by the lighter weight performance and winds. As I requested flight following to Long Beach at 6500 feet with SoCal Approach, I could see the ocean to my left, still covered with some scattered clouds. To my right: Ramona, Encinitas, Palomar Airport as I cruised at 110 knots over the ground with some headwinds.
Not much happens when cruising. Just checking the fuel gauges, changing the tank every 30 minutes, engine indications, listening to the ATC... and enjoying the feeling of being airborne.
Just before flying abeam Orange County I request a practice ILS approach to Long Beach. "Expect vectors for practice ILS runway 30 approach." I already had my terminal procedures booklet with the approach chart ready. I tune the ILS frequency in the nav 1 and 301º on the OBS. Click on the Nav 1 audio switch and waited for the ILS identification code. All of that being part of the standard approach briefing, including listening to the ATIS, reviewing the touchdown zone elevation, tuning the expected frequencies on standby, glideslope intercept altitude, timing from the Final Approach Fix to the Missed Approach Point at 90 knots, minimums and a review of the missed approach procedure.
I'm now getting vectors for the straight-in ILS approach, which I acknowledge "65C, heading 290", "65C, heading 320, descend and maintain 2000, maintain 2000 until established on the localizer and cleared for practice ILS 30 approach".
I complete the descent checklist items and begin reducing my speed to 90 knots before intercepting the localizer. Smooth approach, I must say. I start the time at the FAF as I was already established on the glideslope. Flaps 10. I was then handed off to the tower frequency and they cleared me to land. Before landing checklist complete. "I really like the approach here; nice long concrete runway" I'm thinking. Flaps 25, still on the ILS and managing power and attitude to maintain a nice 3º approach. I ignored the timer, since it is a beautiful day and wanted to enjoy the view. Flaps 40 and final approach speed of 65 knots. Over the runway threshold, I continue my normal approach path and attitude until reaching a nice flaring height. I start pulling the yoke while reducing power smoothly; dancing on the pedals and making horizontal adjustments with the ailerons to keep a nice trajectory to the centerline with the wings level, except when getting a crosswind, I bank the wing to the wind and try to make a smooth touchdown with that wheel. Basic crosswind technique. This wasn't the case, though. The wind is coming right towards me, helping me make a good and soft landing on that runway.
While keeping a good climb attitude and making correct adjustments, the plane touches down on its main wheels first. I like to keep the nosewheel up and flaps down to keep that aerodynamical braking in effect to avoid using brakes. I then start calculating the distance to my exit taxiway, Golf to the right, and begin using brakes to get to a normal taxiing speed and leave the runway. I complete the after landing items and call ground. "65C, requesting taxi for a southbound departure", "65C taxiing to runway 25L via Golf, Charlie, Lima, Juliet, Juliet 1". I taxi and notice a Jetblue A320 at the terminal gate. When at the hold short position, I do a quick magneto and engine indications check. I contact tower and was cleared for takeoff after a Cessna touched down and other two crossed the runway.
With takeoff power and everything on the green, I take off from Long Beach, heading back to Montgomery Field. I start flying direct to the Emmy and Eva Oil Platforms, climbing to 5500 feet. I have to remain clear of the John Wayne class C airspace, since I haven't established flight following with SoCal Approach just yet. I keep flying southbound, climbing to 5500 feet to remain clear of the Charlie.
I then get a sqawk code and am cleared to fly direct Mount Soledad. Just some twists and clicks on the GPS and I'm now flying direct VPSMS, the GPS waypoint name for it. Nothing special in this return flight. I look at the departures from John Wayne Airport. ATC has to restrict their climb because of me. Looks cool to see an airliner fly below you. "Sorry guys" I think to myself for being a disturbance in their climb. Newport Beach, Dana Point... just some miles more to go.
I'm cleared through the San Diego class Bravo airspace at 5500 feet. This is where the fun begins. I then select 126.9 on the comm 2 to listen to the Montgomery ATIS an I copy it on my kneeboard sheet, circling the ATIS identifier letter. Fuel balance's good, the engine's good, speed's good, I'm good.
I'm now instructed to descend to 3500 and I go through the descent checklist. "65C, you're 5 miles from Mount Soledad, radar services terminated, contact Montgomery Tower". I turn my landing light on and switch to tower frequency. I contact them just before reaching Mount Soledad, to which they respond "65C, squawk 0400, make left downwind for runway 28L. Traffic, barnstormer, 5 o'clock 3 miles". I already had the biplane in sight and I start my descent to traffic pattern altitude. The view is perfect. I can see Coronado Bridge, downtown, Miramar and the mountains to the east. Just a couple of feet to lose after passing the Sierra Mesa College. I'm sure they get to hear all the airborne traffic into and out of Montgomery Field.
The plane is starting to move now, but a bit of turbulence only makes things even funner and interesting. With the landing checklist done and at 1400 feet, I get another traffic advisory. A helicopter departing Sharp hospital. In sight and reducing my speed to make a smooth approach from downwind leg, I fly abeam the runway numbers, reduce my power and apply 10º of flaps. "65C, traffic's a Cessna landing on 28R, wind 290 at 6, runway 28L, cleared to land".
45º from the runway, I start my turn to base, flying over Fry's and Wal Mart. Flaps 25 and just a cumple of seconds later, I start my turn to final, adjusting power and attitude to enter a nice final approach path.
Flaps 40 and speed 65 to 70 knots, I bank the wings of the Archer to the wind and apply opposite rudder to maintain the plane's longitudinal axis aligned to the centerline. All while keeping a constant path to the runway and correcting the attitude shifts caused by the wind and turbulence.
2 planes waiting for me to land: A 172 and a yellow Cub. I hope I can make a smooth touchdown to make them do the 'not-bad' face. Just before reaching the threshold, I cut the power and start transitioning to a climb attitude. Holding that attitude and making quick adjustments, I touch down with the mains first and the nosegear milliseconds thereafter. Wasn't a smooth one, but I'm safely on the ground, decelerating with full back pressure on the yoke. "65C, exit left on Golf and contact ground, good day!"
Before landing checklist done and time noted, I contact ground requesting taxi to NAC. "65C, taxi to NAC via G, caution helicopter landing at midfield". I read back and open the storm window to get some fresh air while taxiing to the school. I take a deep breath
The chocks are still where I left them. I calculate the inertia required to enter the parking position without adding more power. I turn to the center, watching both wingtips to avoid the wingtips of the planes on my both sides. I then stop, put the parking brake on and turn the avionics off. Mixture out and the engine shuts down. As soon as the prop stops moving, I turn the mags and master switch off.
With the time noted, I remove my seatbelts and get the binder to enter the hobbs and tach time. "It was a good flight!" I say to myself an I then start packing my nest and my headsets back in my bag. I stretch when already out of the plane, standing on the wing by the door. I take my bag and the binder out and recheck everything's off and nice for the next guy flying it.
With the door closed, I take the cover from the baggage door and throw it on top of the plane.
Following a clockwise walk from the right of the plane, just behind the wing, I secure the rear straps first, and then the front ones. With the chocks on the nose gear, I then take my bag and the binder to the office. I greet everybody and return the binder, telling them everything's fine with the plane.
I check the schedule, so I can fly in the late evening and reserve the plane for me.
After an usual chat with the guys there, I then take my bike and leave. I always try riding hands-free around the ramp, always looking out for cars or other planes coming out of the hangars, of course ;) It's lunch time, so I'll go home and cook something. My teriyaki ala Daniel, maybe. Anyways, I decided to stop by at Christy's Donuts and then go to Learn to Fly San Diego and see whether my roommate was there. Riding home, I began thinking where to fly in the evening. As I looked to my left, a Cessna flying on final to land. I'll let the finger decide where to fly without looking at the chart.
Nothing like flying at Montgomery Fields Forever...
Wednesday, May 8, 2013
Much needed update
A lot has happened since my last flying-related post!
I'll go chronologically in here. Let's see... My whole experience in San Diego was just GREAT. I have yet to finish my commercial pilot course, but I've been doing some extra stuff that I'll write about next ;)
When I arrived, I started studying all the American regulations and flight operations. I had a good idea of everything, so it wasn't hard to get used to all the flying in there. Not to say the huge difference it makes when you have all the pilot's resources (books, charts, guides...) 6 minutes away from where you live. A friend of a friend gave me his bike, so I continued the European tradition of moving by bike or with public transportation (my friends also had cars, so I didn't totally rely on my bike hehe). It's comfortable and safe to ride your bike in San Diego too! Living just 2 miles away from the flight school in Montgomery Field also helps.
I also met many people and had tons of fun with them. Going downtown, the cinema, flying to Las Vegas, partying, inviting people from Couchsurfing, the beach! It just made the entire experience even more awesome.
As for the flying, I completed the FAA private pilot hour requirements that I didn't have (cross countries, solos, night flights and preparation flights for the practical test), passed the knowledge test and passed the practical test the first time on the 21st of June. That way I didn't have to do the mexican license conversion process and got a private pilot certificate that was non-dependent on my mexican private.
I then started the instrument rating training, but had to pause for a good while because of $. It was September the 30th when I finally started a continuing training. I devoted on getting ground instruction and flying two times a day and completed the course within a month. I had to wait until the 11th of November for my instrument rating practical test, though, since the designated pilot examiner/chief flight instructor flies a Global Express in Van Nuys. Oh and I passed the first time as well ;)
I really enjoyed the instrument rating training; there's just so much to learn and procedures to practice... It also opens you a door to a totally different kind of flying, experiences and challenges.
After that, I started the commercial pilot course right away. I did a lot of cross countries (all of them have been cross-countries, actually), solo flights, etc.
My last flight was on December the 15th, in which I did the Stage IV check. I flew to Guadalajara on December the 22nd to spend christmas, new year and a bit more time after that. I didn't expect to be by May the 8th in here, but you never know what kind of situations and difficulties you might come up with. I hope to return to San Diego soon, so I can continue with the commercial pilot training. Can't wait to be there and fly the Piper Arrow and the Beechcraft Duchess for the multi-engine portion of the training. Stage V is mostly commercial maneuvers flights with the Arrow, solos, more night flying. Stage VI is more solo flying and complex airplane cross-countries. Stage VII is muli-engine flying. Engine-failure practices, multi-engine ops, IFR, emergency procedures... lots of fun stuff!
Here in Guadalajara I've spent time with my family, flown to Saltillo in a Cessna R182, flown to Hermosillo in a Beechcraft Sundowner (which I call it the "VW combie with hershey-bar wings") and done a lot more writing for the mexican pilot handbook. I've been translating the practical test standard publications as well. There are many text books, publications and other training related stuff that can be published here in Mexico. No better way than getting all the info and refering to all the publications from the American flight training system. I've also been working with my brother in my granddad's business. We're building a 'clean room' to manufacture first-aid tools. It'll be cool when we finish setting everything up for production.
I'll write some of the most memorable and fun flights in my next post. There's so much to write about!
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