Multi Engine Ground Blog Post # 6

I definitely learned a lot in the class. Julie did a good job at requiring me to meet my goals from blog post 1. After going through her class, I definitely am a more knowledge pilot, and I learned about the yawing tendencies and techniques to control it when operating under single engine. To explain this better: When you have a conventional twin there is a critical engine which is always the left engine for several reasons. Using the acronym of PAST can determine why the left engine is critical. "P" (p-factor) More thrust on the downward side of the prop. The left engine has a shorter arm to the fuselage therefore making it critical. "A" (accelerated slipstream) The loss of airflow over the wing, also has the shorter arm to the fuselage making it critical on the left engine. "S" (spiraling slipstream) The air traveling in a spiral coming off the prop. The left side is critical because with one engine out the aircraft will yaw, and if its the left engine then you will very little good airflow over the tail therefore having reduce elevator and rudder control. "T" (Torque) The aircraft wanting to rotate in the opposite direction of the prop. The left engine is critical because the arm is closer to the fuselage, and the rotation actually fights against the left turning tendencies. Counter Rotating props are more expensive and used with training aircraft. There is no critical engine. Another thing I learned in Julie's class is how much more directional control becomes a factor in flying multi engine. It is a huge factor when operating at VMC. If you look at the graph of directional control you can see that it is going to vary with altitude. As you increase in altitude the aircraft is more likely to stall before losing directional control. At lower altitudes the aircraft is more likely to loose directional control before stalling. If I could change something about the class it would be the time of class. 8:00 am is not my preferred time of waking up and learning. I am not a early bird these days unless it is required. I really liked the group work in class discussions. I think that as very beneficial because you can utilize each other the same as utilizing a right seat pilot or passenger. Having someone to work with keeps each other motivated. It works really good with small amounts of students in class. I also loved the observation assignment. Writing the paper wasn't the best, but the actual experience of observing was awesome. Blogging for the first time went pretty good. I liked that you can add personality to your assignments, but it didn't make it feel like any less of homework. It felt like you had to dress it up and make it presentable as if it were a project. It also provide. It wasn't a bad thing though. when i needed a break from typing I could add a gadget or something, then get back to work. Although this is probably my last blog, I think Julie should definitely continue on with it for for future Multi grounds and possibly CFI ground.

Multi Engine Ground Blog Post # 5

 Seminole Observation Flight

I went on my observation flight today with Kyle Hankes and his instructor Tyler Lohmoelder. I was in the Seminole, tail number N978WC. The tach start time is 2911.9, and the tach stop time is 2912.8.  The hobbs start time is 4076.5, and the hobbs stop time is 4078.0.  The total flight time for duration of the flight was 1.5 hobbs. This was Kyles first ever flight in the Seminole, lesson 1. I liked this because since I am not quite done with commercial yet, it gave me a really good idea of what to expect in a month or so when I start in the Seminole. We took everything at a slow rate and there was a lot of discussion as well which I liked. A very in depth preflight was nice and, I was able to examine everything as well during the run-up and in the flight. I think it was extremely beneficial to spectate a flight because you can really analyze the situation from a 3^rd party point of view. I was able to see trends in the flight and compare them to my tendencies I have made in my previous flights. It was also my first time to fly with Tyler as well which was cool because he had a great tip that I hadn’t heard before while performing the step turn. When you receive your desired bank angle you look at what screw on the dash, the horizon is slicing through. Once it starts moving you can easily determine if you are nose high or nose low throughout the entire maneuver. This flight also gave me the opportunity to realize how I need to prepare myself for the flight. Kyle is doing his multi-rating part 61 and so am, which I liked because it brought up the topic of how fast you can get your rating finished and how much money you can save. Kyle has a good goal for finishing his rating, and I think he has the talent to reach it as well. It was a good first flight Kyle. Thanks for letting me observe.     

Multi- Engine Ground Blog Post # 4

After reading the article about the crash into Aspen, it really makes you to want to be a better pilot. It is a tragic article with a very real life spin on it that makes it better. There were so many stressful conditions going on that pilots were not operating the aircraft at there full potential. These were experienced qualified pilots that had a lot of trouble with the customers. In a professional world, the perspectives are very different between the passengers and the pilots. The pilot was trying to please the pressuring customer, but when 3 planes go missed back to back in front of you, he had a good indication that the airport was at a low visibility and weather could not have been accurate from the ATIZ and actual. Unsafe decisions were made and it was a costly outcome. Some of the contributing factors was the weather, the noise limit, the forbidden IFR traffic at night. The chain error started from the very begging when the pilot didn't put his foot down with the customer before take-off. What should of been done differently was  going around or don't even try the approach. Clearly the airport was not in sight as reported. If my job was on the line i would explain in detail the safety issues and laws upfront to the customer. They would more likely not be as upset with earlier notice. Demanding the customer hear your reasons as soon as possible could make the difference in the customers attitude toward the flight.

Climb Gradient for SLC Runways 35/17

(Ground Speed/60) x Feet per NM = Feet per Min.
Calculated GS = 84knts

For Runway 35: Assigned heading 320 degrees CW 340 degrees, standard with minimum climb of 260' per NM to 7800, ATC climb of 340' per NM to 7500.   (84/60) x 340 = 476 FPM

For Runway 17: Assigned heading 160 degrees, standard with minimum climb of 260' per NM to 6000.   (84/60) x 260 = 364 FPM

Single Pilot IFR

I would definitely consider flying in single pilot IFR. Just as a general rule in aviation, it is as safe as the pilot makes it. Now, I would absolutely not do this flight today or even this month, but in the future. I would use an aircraft as a tool of transportation. That's the point! Some of my own personal rules would be to re-familiarize myself with IFR training taking all the precautions necessary to become confident in myself again. I only have .3 Hobbs of actual IFR, so my stipulations I would do is fly more actual with a pro and then do some single pilot IFR flights from take-off to landing in VFR conditions, If for some reason I am still nervous then I would go on a single IFR flight where I know I would have VFR weather at my destination. Then, I would think about a IFR approach. One tip i gained from the article was that No other type of flying requires greater skill or longer periods of concentration than SPIFR.

Multi-Engine Ground Blog Post # 2 Wet Sump

The Wet Sump is a different design inside the engine for managing the oil needed to lubricate the internal gearing on a combustion engine. Essentially  the wet sump saves space and is more reliable because there is no need for an external reservoir tank and hoses to transfer the oil to the engine and back. Instead the pump is internal and the oil stays in the engine all the times. Depending on spacing internally, a wet sump may be harder to replace if broken though.

Multi-Engine Ground Blog Post # 2

A short circuit is when the current travels in a path other than the intended because its always looking for the quickest way possible. The article resembles that of the Seminole checklist pretty closely but is more detailed.  The article explains the thought process on how you can work through the situation and what to look for in recognizing a malfunction. The checklist is a quick list of step by step on what to do in order to minimize the hazard quickly. In the future upon experiencing an electrical fire in flight I will preform the check list by memory back it up with the check list for reassurance then use the briefing to continue on thinking through the predicament and make smart decisions while flying.  

Multi-Engine Ground Blog Post # 1

I want this class to be beneficial to me in several ways. Becoming an overall more knowledgeable pilot. I expect to learn about yawing tendencies and techniques to correct for an engine failure in a multi-engine aircraft. I have no prior experience in blogging, so I am going to need  little help every now and then. My exceptions for blogging are pretty average. I assume its similar to Facebook without all the extra games and such.