Blog #6

The first thing I learned from this class is the Seminole. I had literally no knowledge of anything at all about the Seminole except that it had two engines. I really liked how in depth we went over the systems and even went out to the plane to go over and actually look at the physical systems of the aircraft. This helped me a lot because I working on my CFI not my Multi right now and I now have a level of knowledge that allows me to explain the systems of the Seminole and be even tested on it. Relating to this I love how now I wont have to study as hard when I do start flying the Seminole and this class has saved me money. I really like how practical and applicable the class was and that we were not learning about flying a 737 through a hurricane or something.

Lastly I really like how in depth we went into multi engine considerations such as VMC and talked about each factor and why it is important instead of just listing it off. I also like talking about real practical stories and scenarios in this class because I feel I learn it better due to me actually caring what is being talked about. From an FOI stand point the motivation for learning was high in this class. The only thing I would change is maybe some more 142 time in Seminole emergencies. I feel that could really help. I really like the blogging when it comes to more open ended discussions like our ADM scenarios because you get to guage other pilots in the class and also argue about good points. When it comes to blogging about more straight forward and specific answers I feel its more of an assignment than a discussion.

Blog #5 Multi Observation Flight

Date of flight: 10/1/2011

Hobbs: 4467.1-4468.5    1.4

1:00 pm Block in Seminole 978WC

With Chris Brown and Tyler Hoover

For my observation flight I flew with Chris and Tyler on the very first lesson of Part 141 Multi. It was Chris's first flight in the Seminole or a multi engine aircraft for that matter. It was also my first time also. So throughout the entire flight we both were learning new things that we had not heard before or experienced. The first thing was that I had no idea you had to manually measure each fuel tank prior to filling up with fuel so you know how much to add in. I was so used to just filling to the tabs. The preflight of the Seminole also takes a lot longer than any other plane we have.

The flight was really fun except for the fact that my head had to be tilted the whole time to fit and I had to put my legs to the other side of the plane. The first thing that I noticed especially with it only being Chris's first flight is that there is a lot more things to do in that aircraft than in a single engine aircraft. In some phases of flight it was easy to get behind the aircraft a little bit and forget to do something. Checklist usage is definitely more crucial. Although it was really nice to finally fly at a practical cruising speed in the Seminole I could tell that pattern work was a bit overwhelming at first due to you eating up the pattern so quickly and now you had to take care of two engines instead of one. With this aircraft you have to be way more on the ball and I am really excited to fly it now due to its increase in difficulty and the new challenges that come along with it.

The fuel guy took forever as usual so we only got to go down to Provo and do some touch and go's and come back. I really like how the Seminole does not float at all and how you can be a little more precise with your landings once you get the hang of it. I was really wanting to fly instead of sit in the back because I feel like I never get to fly and have fun anymore and the Seminole looked like a blast. Overall it was a fun flight and was an eye opener to how much more workload two engines can be.

Blog #4

I found the crash to be pretty crazy and you can easily see how something like that can happen. Obviously the weather and time of day were the biggest issue. The weather lowered the visibility to a point where identifying the runway became impossible or disorienting as shown in this crash. Another thing was that they had outside pressures to please their passengers. They left too late and were pushing the instrument approaches rules by no circling at night. Another thing is that the challengers ahead of them went around as a sign of the danger to come.

Its really easy to sit here and say, "oh well I would have not gone," as I am sure everyone in the class is going to say, but you face these factors all the time flying charter and I guarantee most of us still would have gone on this flight. It is in fact our job in this situation. The ideal answer would be no because of the time constraints and to somehow limit the disappointment to the passengers. I guess during the arrival they could have decided to divert as a result of the challengers going around. On descent they could have added full power and made the decision to go around sooner but maybe they really did get a big enough illusion that they thought they had the runway made. It is a lot easier to get into something like this than people realize and most people will have scenarios where they are trying to please passengers and will be on an approach one day where aircraft ahead of them are going around and still continue the approach and make a descent that cut it close. This will happen to most of us. So it is a scary flying world and you have to simply do the best you can and not be ignorant and simply say you would not do that. Its bad luck. 

Blog #3 IFR

I would definitely fly single pilot IFR and I actually have done so a few times before. Not to worry it was not in a Westminster College aircraft at all, nor in the state. In my mind if it is a well thought out calculated decision there is no reason at all why you shouldn't and when you actually get a job you cant decide to not go fly just because there is less than perfect weather, which I see people do all the time. What can get you into trouble in my experience is inadvertent IFR. If you are unable to complete your flight under VFR and you did not plan on flying IFR at all then are forced to file that is when you can get into big trouble. I was forced to do this once and I almost made a huge mistake.

I feel if you calculate and plan ahead you will do just fine. Plan your route with alternates and have everything organized and laid out just like the article said. Plan so far ahead and organize that in flight you are not as easily overwhelmed. When I went on my flight I practically memorized my route and definitely looked over the approaches a few times.

The one tip that I like is flying in the simulator as much as possible. I love flying the simulator and I have a lot of practice doing so. In order to be good at what ya do you have to practice a lot. Even though no flight is ever the same, you can still practice for it like you would a professional sport.

Blog post #2

I really liked how the article clearly stated for you to stay calm and that flying the airplane is your number one priority. As with any other emergency that is crucial and a lot of people get caught up in checklists and procedures and forget to simply fly the airplane. A short circuit is a circuit that has a short in it. It has a problem like going to a ground or another wire. So the circuit is not being completed properly and is shorting out due to a broken wire or improper routing.

Well both the article and the POH both emphasize turning off the electrical system to prevent more damage and to stop the system from continuing to short. The article stated that you should only reset the essential circuit breakers that you absolutely need. I really liked this because it adds an ADM element instead of just following the checklist. Like all emergencies I would handle I would fly the airplane first and go off of memory items as the situation unfolded as fast as I could then back up with a checklist as time permitted.

Blog Post #1

In this class I want to obtain a high enough base knowledge of Multi engine aircraft systems and operations in order to pass my checkride without a high amount of studying afterward. I also would like to learn more about the seminole and the more advanced systems that are on aircraft, such as cabin pressurization and icing systems. I have learned them before but I have difficulty teaching these areas so more knowledge would be nice.

I had to do blogs in CFI ground so I am pretty familiar. I like the posts as long as we do not have to do too many of them and as long as they are not too long, which results in not being able to read other individuals posts and also a feeling of busy work.