BLOG #6

This class was very informative.  I learned a lot about aircraft systems as well as multi-engine aerodynamics. The class was very challenging. The only thing I might change about the class would be the online quizes. The quizes become busy work as the answers the in the back of the book and inevitably we end up reading for the answers instead of content. I liked the scenario based training, really gave us a chance to use our decision making skills and explain why we are making the decision we are making.
I thought it was very beneficial to go look at the airplane and see the systems that wer explained in class.
I have mixed feelings about blogs, sometimes they are very helpful and other times they become busy work that little learning occurs from. I think overall they are a good resource for students to share their insight.

Seminole Observation flight

Aircraft: Seminole
Instructor: Digrazia
1OCT2011

I was able to observe a multi-engine flight with Mike Digrazia and his student. It was a particularly interesting as two students were observing so the airplane was 30lbs lighter than max gross weight. This situation allowed for the multi-engine pilot to use decision making in take off distances, accelerate stop distances, climb gradients and so on in order to make a successful go no go decision.

The flight was rather uneventful. Since the airplane was so heavy we did not do an engine shutdown. I was able to observe normal operations and an emergency decent. I never noticed how anxious passengers can be sitting in the back and the pilot's presence can really determine how comfortable passengers are.

The student was very thorough in checklist which put me at ease. Every input can be felt in the airplane and so it reinforced the idea that small smooth inputs are best when controlling the airplane. Flying a heavier airplane requires more planning and much more trim. I noticed the more trim was used the easier the airplane wanted to respond since the pilot wasn't trying to use a lot of force in order to make inputs.

The last thing I noticed was that airspeeds were higher. Because of this, things were happening quicker than in single engine airplanes so decisions and checklists needed to be completed early and in a timely fashion to stay ahead of the airplane. This will be one of the characteristics of higher performance, heavier airplanes that pilots need to become used to. It appeared to be easier to get behind the airplane quickly if planning and efficiency wasn't present.

Blog #4 Aspen

There were many factors that contributed to this accident. The very first was the attitude of the flight crew. They are paid to safely operate the airplane according to company policy. If they had this mindset, the "pressure" from the "boss" would not have been a factor and the flight would have diverted to Rifle.
The second the crews inability to decipher  and their decision to ignore the aircraft configuration warning. The radar showed the airport to the left of the aircraft while the FO thought he saw the airport to the right. This discrepancy with the weather conditions as they were should have been enough to warrant a missed approach. Their decision to ignore the aircraft configuration warning was a poor decision in itself. They were violating company policy by having the spoilers out with landing gear and landing flaps out. If they did this intentionally they would be displaying hazardous attitudes such as invulnerability and macho along with anti-authority. If it was unintentional it just points to either the crews inability to handle the work load or incompetence to operate the aircraft according to company and manufacture policy.
The third and major contributing factor was that the airport control tower was unaware of a NOTAM concerning the instrument approach not being authorized at night. This was a MAJOR break down of the NOTAM disseminating system. Although the tower should have been informed, the crew was informed and mentioned the restriction multiple times so they should have heeded the restriction and diverted.

The highly critical analysis of this accident may seem harsh but it is needed. As a pilot and especially as captain, you are solely responsible for the safe operation of the aircraft. The people who charter, ride, or thus by their way onto the airplane inherent NO RISK. No matter what their social status a pilot must know the rules which restrict him, know his and the aircraft limitations and let no other outside force influence those, because in reality they can not be influenced. Those limitations are set and as a professional pilot, you must have enough confidence in your decision making ability as well as your knowledge to be in control of the flight from intent to fly to locking the door after exiting the aircraft.

Single Pilot IFR

I have no problem filing single pilot IFR. It is very good experience and increases my marketability as a professional pilot. There are a few things that need to be considered while filing single pilot IFR. First, as a professional pilot...you must be willing to as we like to call it, "Shred the Gnar." Analyze the risk of a flight know, your capabilities, and be willing to use all available resources in order to make a safe decision.
One thing that may help the novice IFR pilot, is to practice in the simulator with an experienced IFR pilot such as Hunter Villareal!!
Organizing your cockpit into a logical and systematic way will aid the single pilot in safe and efficient operation of the airplane under high stress environments. Being familiar with the area in which the flight will occur is also a big help. Studying IFR and VFR charts along with navigation aids and communication frequencies will all help decrease the pilots workload in the IFR environment. It should be noted that if a pilot does not feel comfortable in this environment HE (or she) should make a go no go decision based on the sole capabilities of himself. The IFR environment differs from that of VFR but it should not be feared, in fact it should be embraced as it increases pilots proficiency and skill of flying.

Blog #2

The information that was presented in the brief as well as the PIM and checklist was very informative. They all stressed how important it is to manage the electrical fire immediately. Prompt action in order to stop and or prevent further fire may save the airplane and your life.

These articles addressed short circuits; which can be defined as a place in a circuit that two points connect unintentionally within the circuit and create low resistence. The current then travels on the path of least resistence bypassing the rest of the circuit.

The procedures in the Seminole are very similar to those in which the safety brief expressed. One of the main differences between the Seminole and the brief is the Seminole procedure has all power stopped to the system where as the safety brief recommended attempting to find the unit which the fire is in.

In the future I know the safest action would be to secure all power to the system. After this initial action, I can start to open power to essential buses one at a time until I have all essential power elements needed for safety of flight. I now realize that electrical fires are serious and immediate action is required on my part in order to maintain safety of flight.

Blog Post #1

There is a lot that I am hoping to take out of the multi-engine class here at Westminster. I would like to learn how to be proficient in flying more sophisticated aircraft without always flying them. I think it is important to be competent in the systems and operations of any aircraft being flown including those which may or may not be flown often. A solid understanding of how the systems in the aircraft work together would be very helpful. Things such as cabin atmosphere would be very helpful to learn as it is more difficult and expensive to use an airplane which have these systems. All-in-all I hope to gain an understanding of why these aircraft have more advanced systems and how they help me as the pilot.
The blogging is very helpful. It gives students a chance to share ideas without having to match schedules and locations. I have done blogging in the past with CFI and it gave much more insight into topics which I would not have gained if it weren't for blogging.

CFI Post #3

Expectations talk is very important. Letting the student know what is expected of them and what they can expect of the instructor is vital in opening the lines of communication between student and instructor.

I would start off by stating what the student can expect of me. This would be strategic so as to not offend or put off the student. The expectations would include that I have come prepared, ready to fly and patient. That I would do my best to answer any questions the student may have and if the answers are not known, find out. I would tell the student that nothing will be a surprize on the flight excluding a real emergency and in that case the flight will terminate and I will take control of the aircraft. I will do my best to make the flight enjoyable and informative.

I would then communicate to the student the expectations I would have as an instructor. Those expectations including positive change of flight controls, listening to what I say for safety of flight, asking questions if and when they arise, following all rules and or procedures layed out, and notifying me of any sickness that may arise or pre-existing medical conditions due to safety of flight.

I would stress that these expectations are there for safety of flight and in no way used to control the student. Stressing that as an instructor I am there to aid, and support the student in flying. I feel that these are very important points. The student is walking into what seems like a different world; speaking about these points will help the student assimilate and know what to expect.