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.
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