IPC Group 3

Read notes from Seneca. Read my notes. Preparation:

Examiner would have asked you to plan a route, for me it was CYRP to CYGD. He asked me to make a flight plan for it. He also said he weighs 245 lbs, and three standard female passengers. (for weight and balance).

Without him specifically asking, you will need to do:

Flight Planning
ICAO Flight Plan document
Weight and Balance
Fuel Calculations
What equipment do you have on board the plane
Journey log items
Is your licence valid - medical, ratings, etc.

I had this all prepared and printed, which drastically increased the confidence in me.

Q. What are the numbers for the aircraft?
I had all this printed in a handy “cheat sheet” (Vmc, Vso, Vx, Vy, safe speed for icing, etc.)

(not asked but I had this prepared) Q. Review of the Journey Log to ensure that all IFR equipment requirements are met
Altimeter/Pitot-Static System Check - must undergo 24 month check
T transponder check within 24 months
E ELT within 12 months, ½ life of battery, or 1 hr cumulative use (Battery Past 2 years)
Airspeed indicator, Altimeter, Gyroscopic rate-of-turn indicator, Slip-skid indicator, Attitude indicator, Heading indicator, Magnetic direction indicator
Generator or alternator of adequate capacity
Clock displaying hours, minutes, and seconds,
Tachometer for each engine
Oil pressure gauge, Temperature gauge, Manifold pressure gauge
Fuel gauge indicating the quantity of fuel in each tank
Landing gear position indicator, if the aircraft has a retractable landing gear
Safety belts
Emergency Locator Transmitter (ELT)
Position Lights, Anti Collision Lights, At least one landing light
One spare set of fuses, or three spare fuses of each kind, accessible to the pilot in flight
Two-way radio communication and navigation equipment suitable for the route to be flown
Radios and navigational equipment appropriate to the ground facilities to be used
(no requirement for navigational equipment such as VOR and GPS, but you must have them equipped if you intend to use their associated facilities. Since IFR procedures rely heavily on these types of navigational equipment, you won’t go far without them.)

Q. How much fuel do you need to carry?
Taxi, climb, fly to Destn, go missed, alternate + 45 min
I had this all calculated on a piece of paper to show how I arrived at each number

Q. Why did you pick that route and altitude?
No mandatory routes between those two destinations, so did direct
Above MEA
Airspace along route (any restricted airspace?)
NOTAMS for airport
NOTAMS for airway
RAIM check
TAF (none at CYGD so what do you do?)
Look at GFA (for cloud cover, icing) and nearby airport TAFs

Q. What do you need to use an approach?
Need to have no obstructions on runway and know winds (no TAF, but you need to get that with the UNICOM otherwise you have to fly over and go circling, and if no circling go missed)

Q. What is the runway and approach expected to be at the airport?
There is no TAF, but I looked at nearby TAFs and GFA so knew what to expect for altitude and winds
If there was RSC (Runway Surface Conditions) and Cross Wind/Tail Winds I’d have used CFS calculations (Eg. 0.4 will double the landing distance from 2000 dry to 4000 landing distance.)

Q. Explain approach plate - what the numbers on the approach plates are
There were numbers on the waypoints prior to the final approach fix that I wasn’t sure how to interpret, but got that figured out (basically review fly by approach and top of descent; those numbers allow for a 3 degree slope)

Q. If UNICOM isn’t working you don’t know what the winds are and if there is obstruction on the runway (which is required for an instrument landing), what would you do?
There is no circling, so you can’t circle around to land
So you’d fly over to go missed to inspect the runway and come back to land
Q. What’s your alternate airport and why did you pick that?
Distance to alternate consideration
NOTAM
Runway lengths
Approaches (600-1, 800-2)
London, Ontario due to the runway lengths and approaches
IMPORTANT: It has a ILS 15 approach so the minimums are lower and you don’t need to find an airport further away (see next question). Even though it would be unusable as per TAF during the intended landing time, the circling allows me to land at another runway (I can’t use the winds favourable GNSS approach due to the next question.) But if after you depart the winds change, it’s okay it was legal during the time of filing.


Q. How far should your alternate be if the approach is Satellite based for both alternate and destination is GNSS approach?
Min of 100 miles away from each other; 75 if north of 56 degree parallel
(not applicable if you have a non-satellite approach)

Q. Can you use a military airport as an alternate?

Q. Can you use a US airport as an alternate?

Q. What if there is a PROB or TEMPO
BECOMING / TEMPO - not below alternate minima (use worst case time if improving or if detoriating)
PROB - not below landing minima

Q. When is Cold Weather Correction applied
When temps is less than 0 degrees C to MDA / MD
and in Mountainous Areas include MSA, Missed Approach, 100 NM safe distance
when less than 30 degrees C add correction to all altitudes
Advice ATC when correction more than 80 ft.

Q. What are Departure limitations, where are they?
See Take-Off Minima to see if it is assessed (it might ask for Departure Procedure page)
CARP plate shows ½ mile visibility min. for runway 10, and 280 ft./min to 1700, no right turns below 1500. Climb 173 deg to 121 deg Clock Wise to remain clear of CYR 528 when active (i.e. avoid between 121 and 173)

Q. What governs take-off
IFR take offs is governed by visibility only. NO takeoff if the visibility is below the minimum specified in the: AOC, CAP, less than ½ SM for fixed wing aircraft. 1. RVR 2. Ground Visibility 3. Pilot

Q. What are the conditions the take-off must satisfy
“½ mile Takeoff Minimum” Aircraft must guarantee: Cross at least 35’ above the departure end of the runway, Climb straight ahead of 400’ AAE before commencing any turns, Maintain climb gradient of 200’ per NM.

Q. What if there was no RVR and tower observation? How would you judge?
Use runway lights that are 200 ft. apart... look for 2600 ft. or ability to see 13 lights)

Q. What does Not Assessed mean?
Takeoffs not assessed for obstacles, PIC are responsible for minimum climb gradients, No case should takeoff visibility be less than ½ SM

Q. What if weather is below landing limits but above take off limits:
No person shall conduct a take-off in an aircraft in IMC where weather conditions are at or above the take-off minima, but below the landing minima, for the runway to be used unless an alternate aerodrome is specified in the operational flight plan and that aerodrome is located in the case of a twin-engined aircraft, within the distance that can be flown in 60 minutes at the one-engine-inoperative cruise speed.

Q. What are the Categories? Approach speeds at threshold.
Cat A 90 knots
Cat B 91-120 knots
Cat C 121-140 knots
Cat D 141-165 knots

Q. What governs landing
Just the MDA / MA, and any special visibility specified.

Q. What is Approach Ban?
It is governed by RVR. If the ban is received after commencing the approach but before FAF: Continue with the approach & request further clearance.

Q. After you land, what if it drops below RVR, can you taxi to the ramp?
Yes, but you can’t taxi from ramp to runway if it’s below RVR.

Q. What are the rules for alternates? (use this to study examples) This is a good video. Video 2
RNAV or GNSS approaches with vertical guidance are not considered precision approaches (can’t use LPV; but can use LNAV)
NO IFR approach? 500 ft above a minimum IFR altitude.ATC will clear you to the MEA, you can descend to the MOCA for 30 min. and retain ATC protection if unable to cancel IFR at MEA
NO TAF? Use GFA - 1000 ft above lowest suitable HAT*, 3 min. vis, no cumulonimbus (GFAs are height above aerodrome, so add back aerodrome elevation)
ONE precision approach 600-2* or 300-1 above the lowest usable HAT and visibility, whichever is greater.
Non-precision approach 800-2 or 300-1 above the lowest usable HAT/HAA and visibility, whichever is greater.
TWO precision approaches (separate runways) 400-1 or 200-1/2 above lowest usable HAT, visibility (greater of)
Can go lower on visibility

Q. What governs approach
MDA/MA, and Visibility - Approach Ban - if RVR below specified minima.
Unless past FAF when received, training flight, varying above and minimum RVR, ground vis is more than ¼ miles, you are on a CAT III approach.

The flight test.
The flight was to file from CARP to CARP (using his licence).
Route was CARP to East of the field for unusual attitudes (nose up sideways)
Then to CYOW for an RNAV 25 Z approach (I was given vectors)
Right engine failure on the approach (okay to keep the autopilot on; and go through the mix, pitch, power, landing gear up (didn’t have it down yet), flaps up (no flap on failed engine landing), identify, verify, feather, engine on fire? mixture off, fuel off, save good engine, communicate and land
Go missed at minimums when I get engines back
Then back to the VOR for a VOR/DME A approach into CARP for a circling landing at 900 ft. (need to stay within a mile of the field with runway in sight) for a landing runway 28 (favourable runway)

Q. IFR Two Way Communications Failure
Troubleshoot, Squawk 7600
VFR or IFR and you enter into VFR: Continue VFR and land as soon as practicable
IMC conditions, continue IFR: Last route assigned in last ATC clearance received and acknowledged, If being radar vectored go direct to fix, route or airway specified in vector clearance, use route that ATC has advised may be in a further clearance, if no route advised or accepted fall back to flight planned route. Begin approach: Maintain enroute altitude until IAF selected.


Q. Uncontrolled announcement 5 min before commencing approach.

Multi-Engine Flight Test Report

As anyone who has done a flight test will tell you, there's a LOT going on on the  day of the flight test as this is where it ALL comes together. 

Air excercises go well if you get your ground stuff in order to boost your confidence.

My recommendation is to start preparing early with all the things you take for granted. eg. Weight & Balance (which you probably haven't done in years if you have been flying the same plane with the same operating envelope) and flight performance calculations. 

Flight performance calculations will seem like a mountain of work if you haven't gone through those from scratch at least five times. It takes an hour (or more) the first two times you go through all the calculations (remember your private and commercial exam days!?). 

You use up all your mental energy on the paperwork if you do it for the second time on the day of the test (who me?!) - this will affect your performance on the flight.

Tip: Do the entire paperwork just as you would for the flight test at least five times 2-3 weeks leading up to the flight test. This way, the calculations will be a breeze and you'd have freed up your energies for the flight test where it matters!

Day Before

You call the examiner to get a briefing on the meeting time (11 am), his/her weight (170 lbs), cost of the flight ($350) and what she/he expects (take off calculations for forecast winds, point of no return calculation, weight and balance and ceiling for the flight go/no-go (3500 ft) i.e. call the examiner if the ceiling is low to postpone the flight.

My instrutor told me to pay the $30 Transport Canada fee online and to send him the info for the application.

Day Of

You start the day as early as possible to get the calculations done. Here's where you can really speed things up if you've done the calculations lots of times before the flight test.

Flight Test

AROWJIL - you are expected to locate these in the paperwork
What's required to keep the airworthiness?
Where are the deferred items? (this journey book didn't have any - typically in the first few pages of the journey log)

Vso, Vsse, Vy and Vx (I thought he was asking for Vyse/Vxse), Va, Vmc, Vle , Vlo, Vfe...

Weight and Balance questions

ASDA what is it?

Is there a critical engine?

What is the service ceiling today (without looking at the charts - as you need to know if you are flying in mountains what happens if an engine fails)
What happens if you don't feather the failed engine?

What is the procedure for heater?

Would you get carb ice? How would you know?

What happens if both altimeter charge goes to zero? What's the process?

What would you do if there is an electrical fire?

When manufold pressure goes to high for the LEFT engine and you can't change it with the pitch - what would you do if you are 30 miles from the airport? (shut down the engine and terminate the flight - emergency landing as you might have a runaway prop)

What prevents the gear from accidently going up? (hint: it's not just the sensor - there is also a pitot tube speed sensor that's coupled to it for it to deactivate over a certain speed)

If you can't confirm your left gear is down, what's the process?

You need to shut down the L engine, what's the process (fuel off first)

A friend got asked these questions:

During flight test he asked about the accelerate and go distance. Definition +What is the
airspeed ?

Cruising speed ? How did you get that number?

A complete weight and balance with T/O, Zero fuel and Landing for 1 hour flight at 5500 PA.

If you have 2 PAX and a lot of luggage and you are overweight by 30 lbs , what would you do?
= drain 5 Gallons.

One engine operation theory:

Recall all the criteria for VMC calculation.
- bank angle into good engine not more than 5°
- Critical engine
- Maxi power on remaining engine
- Prop windmilling- Aft CoG
- T/O flaps
- Gear up

How the center of gravity affects the stability ?
Question (g) on section C. on the flight test guide. About the perf and Vmc with Gear and flaps position, prop windmilling.

Can we take off with one engine today ? Explain. 

What is the one engine rate of climb? What is the shaded area showing in the graph ( = no climb possible in dark area )

Do we have critical engine? Why ?

On conventional multi what would be the critical engine? Why ? Can you explain?

What would you do if you lose one engine during the overshoot?

What is the maximum crosswind ? 25

If we taking off 25 and winds from 300 at 25kt , what is your X-wind component? Do not use the graph.

Do you know why it is that high compared to the C172?
because need to deal with one engine inop, Rudder and stabiliser on the Duchess are very big. The result is this aircraft has better performance on X-wind than a C172.

Which wing tank feed the heater? How many gallons per hour ?

How many pumps ?

Quantity of oil?

Why do we cross-feed? = endurance.

Emergencies:

Doors open at 50 feet after T/O what would you do?

Prop overspeed = he expects prop lever back, MP idle , Rpm same on both side , if still over- speeding pitch up!

Gear malfunction only 2 greens.

Oil loss, recall procedures.

Questions from written:

M 41 What is the aircraft’s zero fuel weight?
M 52 What is the best angle of climb speed single engine?
M 106 Does the Vmc speed ever change?
M 107 What is Vso?
M 108 Explain how the propeller system works; how does the governer system work?
M 109 Explain how the gear system works.
M 110 Explain the heater system
M 111 How would you be able to confirm proper fuel amount?
M 112 How would you perform an emergency extension?
M 113 What is the procedure for an engine fire?
M 114 How would you treat a cabin fire?
M 115 Your alternator failure light comes on - what would be your action?
M 116 The RPM starts to increase and by pulling back on the propeller back on the propeller lever and nothing happens - what is your next action?
M 117 State the engine feather shut down procedure, restart and un-feathering?s 

Flight Test

Circuit for Full Stop (remember: instrument checks, px brief, departure brief)

I backtracked (slow afternoon at airport) (remember: px brief, entire departure checklist*)

4000 ft (ended up being 5000 feet due to clouds)

One engine failure in cruise including restart (not just calling it out - do all the procedures; execpt of course for the actual secure failed engine which you'd call out)

Single engine manuever - climb/descend/turn

Reduce Speed 80 kts, extend gear, flaps (the tip to prevent climbing when flaps come on helped)**

Approach to Stall and Recover

Stall in Clean Config

180 degree Steep Turn

Landing Config with Gear and Flaps

Overshoot

Engine Out during Overshoot***

Back to land with one engine (simulated feather position)

Learnings

Don't idle the the engines if you are descending (as you will get used to the gear warning sound - put the gear down)

***Engine Failure on Overshoot - remember to maintain climb speed after nose down to get back speed (speed comes quick - get that climb attitute right away as you add full power and power is coming back)

*Use the flow to check the critical components for pre-departure (do a GUMPS check so you don't forget the fuel pumps)

I thought I did HASEL with each air excercise, but apparently I missed it one of those times

Lookouts are very important - I did well with these

I did well maintaining altitute throughout - the instructor tip to stay on top of it helped

**Memorizing attitues and power really helps - what the climb picture should look like, what the clean stall / dirty stall recovery attitute should look like, what the 500 ft. descend / 100 kts approach with flaps attitute and power should look like.  

Staying ahead of the airplane by calling downwind when you are turning from crosswind 

Not riding the breaks (differential power instead)

Always give a pre-departure brief (even if it's only you in the plane) - after runway expiry: engine fail? mix/pitch/power/gear/flap while nose down for speed over Vmc to climb out at blue line  

Conclusion

It's always a pleasure (and a privilege) to pickup a new skill. You learn a lot by flying with experienced instructors who you havn't flown with before (and with examiners who give you feedback!)  

 

    

IFR Renewal July 2020

2014 test write-up,
and the 2018 write-up

For the 2020 write-up, scroll down to diagrams to skip the narrative! (I won't be offended)

Two years ago I flew from Kingston to Cornwall in a Cessna 182 with great anticipation to do my Instrument Proficiency Check. I was flying in Visual Flight Rules (VFR) 5500 feet above the St. Lawrence river shoreline watching pretty puffy marshmallow clouds dot the landscape.

I was headed to Cornwall Aviation Flight School where the Instrument Proficiency Check was the take place. A check that's required every two years. The outcome of the test will tell me if I can make a trip to Richmond, Virginia under Instrument Flight Rules (IFR) or Visual Flight Rules (VFR). Doesn't seem like much of a difference when it's a beautiful sunny day for the entity of this five hundred mile trip. But, I'll take instrument rules over visual rules any day for this flight due to airspace complexity.

You see, the flight path between Cornwall, Ontario to Richmond, Virginia puts me through the restricted DC Special Flight Rules Area (SFRA) airspace, an airspace that's much easier to navigate under Instrument Flight Rules. This post isn't about that day two years ago, so I'll cut to the end: I passed the test and made an uneventful flight to Richmond, VA and back using a fresh renewal that was good for two years.

This morning, exactly two years later, I was headed to the same destination airport, to the same flight school, to the same examiner, knowing I was going to be tested on the same stuff the same way it's been with each renewal: I'll get a briefing for half an hour, jump in the simulator for an hour to go over what will be covered in the test, break for lunch and get the actual test over with in an hour. I've documented the 2014 test here, and the 2018 test here with nuances of the simulator and procedures.

It didn't matter how prepared I was for this test, it's still anticipation. In a simulator they could fail any instruments and change the weather any which way they feel like with easy keystrokes. The anticipation was high.

I thought there'd be nothing new to learn except going over the use of 1940s VORs (VHF Omnidirectional Range). The technology used to navigate and to perform hold procedures which pilots don't use much since the widespread use of GPS tech in the cockpit. Regulations still want you to be proficient with these "outdated" navigation devices. (I agree with the regulations - if you have these instruments in the cockpit, you must know how to use them. You never know when there'd be a GPS outage and you will need all the resources available to you for safe navigation.)

However, what came next were lessons that were far more valuable than outdated tech. There were lessons about rarely talked about qualities (one could even say outdated qualities in leadership): Empathy and Professionalism. 

You couldn't help but notice how empathetic the instructor was. Not only did he say it was good to see me several times, but he made sure I got something just as valuable from my time - good 'ol professionalism and airmanship. He has 10s of 1000s of hours as an airline captain crossing oceans in planes that carry 100s of people. There was not even one whiff of arrogance. He treated me as a peer and showed how to construct an approach and mindset to aviation. I'm sure this was all there before as I've done this twice before with him for my renewals. Maybe knowing what was to come and being prepared allowed me to tune into the greater lessons that's been there all along.

No secret here about airmanship, there is no weird trick. Being organized, prioritizing workload and using the tools available so you can relax and enjoy the experience was emphasized. "Do this, you'll have more fun that way." was something he mentioned a few times. As examples - why sweat it when all you need to do is to push a button and let the avionics take care of it.  Why focus on all over the map when all you need to do is focus on one aspect of the map and ignore all the other irrelevant info. This frees up your mental energies to get ahead of the airplane and be ready for emergencies. Yes, "You'll have more fun this way."

I've already covered the details of this flight test in two earlier blog posts (2014 and 2018) so this time I'm going to talk about airmanship and diagram each phase of this flight.  

The only new things that were covered in this flight (which were not covered in 2014 and 2018) were three emergencies (1) Anticipate failure on the take-off roll. Airspeed dying or warning lights on an instrument. Throttle idle, max breaking pre-lift off. Runway remaining? throttle idle, land. Runway expiry, full power continue climbout. Know this is coming! (2) Anticipate instrument failures on other phases of the flight - you should be able to go partial panel - the key is to RELAX. (3) Recovery from unusual attitudes.

Now for the process - you should be able to right click and save image, or if on phone - touch and hold the image to save it to your phone (from there you can zoom in, rotate, etc.)

Departing CYOW 07 to Hold at the YOW VOR at 265 Radial

Leaving the Hold for the CYND Approach 09 VOR/DME Approach, Missed
and back to CYOW RNAV Z 32

I picked up a couple of things on map reading - 

(1) The safe alt on the VFR/IFR maps is superseded by the safe alt on the approach plates for the quadrant you are operating in. 

(2) Plate Readings

a. Departure plate: You are only concerned with the top rows (frequencies), and departure procedure instructions for the runway you are using and comm failures - READ them out, and setup your COMM and NAV instruments as you read them.

b. Nav Plate: You are only concerned with the Frequency for the VOR

c. Approach Plate: You are only concerned with the Frequency, MDA, Distances and Missed Procedures - read these out.

Put them away after each of those legs - use it like a checklist.

(3) Auto Pilot - I remembered hands off after lift off and pushing AP, then HDG, ARM and rotate UP/DOWN to change V/S.  You don't touch the controls until you land.

(4) if you CHANGE ALT (rotate knob), HIT ALT (push button)

(5) If you HEAR IT or SAY IT, ENTER IT (hear ATIS pressure, enter it, say comm freq. enter it)

(6) Setup nav equipment pre-departure - VOR and GPS (be careful of gotcha - see reading on GPS unit if it says VLOC or GPS), BARO, ALT, XPONDER Code, program approach on GPS to same airport in the event of an emergency back to airport)

(7) VOR Radials radiate OUT, and HOLDING is always given as radial (this is the OUTBOUND leg) - so 85 heading is the inbound leg (to) which becomes outbound leg (from) crossing fix into YND from YOW VOR.  So VOR 1 is to be set to 85 (inbound - to) and VOR 2 is to be set to 265 (outbound - from)

(8) Caution FROM and TO in the VOR - always set to TO when going to and FROM when going away from

It's a privilege to have flown with these examiners. The “work flows” these professional pilots employ are an excellent study. From how they look at the checklists and charts to how they interact with the equipment and crew and stay well ahead of the plane. 

Starting with a learners mindset and paying close attention to pros furthers airmanship and professionalism. This took me back to my engineering days when a peer taught me how to solve complex math problems - mindset and frameworks matter.

Choose to work the smart way. By selectively ignoring you are more focused and get better outcomes. Don't get me wrong - knowing the entire charts inside and out as example, affords you the ability to focus on what's important.

Turns out this is really a lesson on strategy. We all have these charts in our line of work, and selective attention gives us greater outcomes. "Do this, you'll have more fun that way." 

Multi-Engine Rating Lesson 3

No ground lesson today.  I got to the hanger early to pre-flight.  We took on fuel and we were off.  My pre-printed labels came in handy for passenger briefing (give prior to start) and take-off briefing (give after run-up)

I learned something new - passenger briefing as a flow.  Let me explain. Starting off from the back to the front goes much easier.

Starting from the back:

• Baggage limits and stowing, first aid kit in the back, fire extinguisher between the seats in the front, exits left and right, and exit through baggage compartment, ELT, 

...to the Front:

• Stay clear of controls, no smoking, no talking when radios are active. Make sure your seats are secure/upright, seat belts are on and the doors are locked.

Taxi onto runway:

• Steeper turn onto active so that I have most of the runway available

Departure:

• Rotate at 71
• Count commit time
• Retract Gear, Flaps
• Reduce climb angle to 90, Climb Power (at what Alt?)

Cruise:

• You'll be doing a lot of cruise checks - so better do it from memory (with checklist handy)
• Watch for your altitude 

Steep turns:

• Lookouts
• Clearing Turns
• Get into 45 degree turn right away
• Maintain altitude and know when to roll out (10 when left, 15 when right? - also know when to add/remove power to maintain altitude)

Reduced Speed Flight:

• Do HASEL checks (need to recover 2000 ft above - so if ground is 500 ft, 4000 is a comfortable height) 
• Have the Engine checks go faster

Stall Entry (Transition to a Clean then Dirty)

• Power down to 15" - watch for sink (hold attitude up to bleed off airspeed, adjust alt with power)
• Add Gear, go to 16" to maintain (adjust alt with power)
• Add Flaps, go to 17" - your nose is going to go down (put nose down, but don't gain speed - compensate with power)
• Cruise Check

Recover from Stall

• First nose down to build to 71 kts
• then add power (not abruptly)
• Cruise Check

Engine Outs

• Remember to ask for Feather
• Know the checklist for restart (no fire/no oil)
• Reduce speed to 85 (to save the engine from burning up)
• Cruise Check

Overshoot

• Counter intuitive, but push down nose to build speed to 71 kts (Vxse)
• ONLY then mix, power (abruptly), prop, gear up, flaps up
• If adding power without airspeed then GAME OVER!
• Climb out at 85 kts
• Cruise check

Landing with one engine

• Mix, pitch prop
• Leave gear down
• Feather 
• 85 kts
• Left hand for air speed, Right hand for power (expect to use rudder)

Multi-Engine Rating Lesson 2

Having diagrammed out the cockpit helped as I knew where everything in the checklist was (no longer searching for the carb heat or cowl and its position!)

The concepts were also not brand new - knowing what to expect helped.

The first thing I did before flying was to spend an hour on the ground with my instructor confirming the speeds from the POH (to be committed to memory) and details in the first two of the four question/answer worksheets (Multi Engine, Limitations, Landing Gear and Electricals).  I clarified a few things (Accelerate Go/Stop, Commit Time, Clarification on Take Off Briefings)

We were then off.

Taxing was still a challenge - I need to accelerate with one engine (opposite engine) to get the tires moving, then power down while turning - and straighten before I intercept the yellow taxi line.

Air exercises seemed to make more sense:

• All checks in to be made in "Flow"
• Steep turns (with visual checks and clearing turns)
• HASEL checks
• Stall - Clean, Dirty, Recovery
• Reduced Speed 
• Engine Outs

What became clear was that I need to commit certain checks to memory so that it can go faster (cruise check, engine recovery - i.e. after the identify, verify, gear down checklist)

I needed to lookup Steep turns as it goes fast on a Multi (need to get into 45 degrees quick and hold that altitude and regain heading quick)

Engine outs were easier but I need to be faster with the checklists.

After this lesson, at home, I printed out the checklists, indexed the POH (as the PDF pages are different from the physical book), created labels on take-off briefing, speeds and safety briefing.

I did some hanger flying so that I can be quick at the checklist items.

Multi-Engine Rating Lesson 1

The first multi lesson starts off with a ground class.  You'll get a TON of material to read before your first ground lesson.

It's best to get a lesson plan organized and not try consume all of it all in one go.  I decided to focus on a couple of things - the Introductory Power Point and a few chapters of the Sharper Edge Multi Engine book.

1. Start off with the pros and cons of twins

Cons:

• Engines twice as likely to fail (as you have two)
• Flies like a pig with an engine out (50% horse power reduction but 80% reduction in performance - yup, you might not even be able to climb with an engine out)
• Longer runway to land
• 2x more fuel burn (for typically only 25% increase in speed; so you get only 15 min. time savings going on a two hour trip)
• 2x more maintenance (you have two engines, two starters, two alternators, retractable gear)

Pros:

• Smoother ride due to higher wing loading
• Faster climbs
• Greater safety during night flying
• Instrument flying greater safety
• Inhospitable terrain greater safety
• Nicer visibility
• Quieter cabin
• Commercial flying - you can go Night and IMC (not allowed in piston single)

In a nutshell, despite the cons(mostly related to costs), a full blown emergency in a single becomes a non-event (if proficient in emergencies) and it's good PR (your friends and family have a better peace of mind) I've also been told that a high performance single won't have the range as you'd get in a twin when you add in FIKI capabilities (so check your typical mission)  I heard that Air Canada and WestJet are canceling their flights if you are canceling when you fly a Cessna 340 (pressurized and known ice)

2. Next, you'll learn about "critical engine" (unless you are flying engines that both rotate clockwise, there isn't a critical engine)  You might have one side driving electricals though.

3. Aerodynamics 

• You are getting more lift on the wing where engine is (so expect sink when you pull back power - you'll have to carry power right up until touchdown) - otherwise high sink, hard landings
• Speaking of aerodynamics - this is a bulk of the training on the twin - what happens in the event of a dead engine in various scenarios:
• on take-off run
• on take-off and climb
• on cruise
• on approach to land

I won't repeat the engine out details here - but reaction to a dead engine has to be committed to muscle memory by repeating 1000 times.

I found it useful to sit in the plane and go over it over and over again so that it's automatic - something that should be done between lessons 1 and 2.  What's also useful between lessons 1 and 2 go through all the checklist items (from start-up to shut-down) so you are not searching for buttons while in the air when you should be looking out and concentrating on heading, altitude and the workload.

You'll learn about the importance of Vmc (commit that to memory along with lots of other speeds) and the priority (#1 Priority is to maintain control, #2 Priority is to get performance from good engine)

4. Flight Test Standards

You'll go through what's required for Transport Canada flight test standards - all the oral aspects (what's Vsse, what is zero fuel weight and why is that important, what is commit point, how do you calculate accelerate stop/go distances), air exercises you'll be doing (reduced speed flight, stalls - clean and dirty, steep turns - with the importance of lookouts and HASEL), emergencies, flight planning details.

5. Now it's time to fly!

Starting with the walk around and going through every vent, antenna, gear hydraulics, oil/fuel levels.  Next, the startup procedures and taxing (which is a whole other challenge with two engines - don't ride the breaks!).  You'll then take off (nuances during take-off is to do a lookout every 1000 ft), cruise and get into air exercises, engine failures before you come in for a landing. Don't expect landing to be easy - as it requires full trim as you approach and land - faster speeds than what you are used to in a single.

Phew. Day 1 is quite exhausting as you are introduced to a whole bunch of new concepts, then you are thrown into the air with no familiarity of where everything is.

Before my 2nd lesson I decided to remember on where everything is by sketching it out.

It got much easier by Day 3 due to a lot of reading (terminology isn't as new anymore after the Day 1 intro) and "hanger flying". Unpacking everything (from the practical/oral to the flying) one at a time helped a lot.

IFR Renewal / Instrument Proficiency Check

You need an instrument proficiency check every two years to be able to fly IFR.  I usually get mine done on the simulator as it’s hard to line up an instructor to do the “check ride” in the plane I fly (as the examiner comes in from out of town and it's a bit of a hassle to line them up)

I get the instrument checkride done in Cornwall, as they have a couple of “RedBird Simulators” – not as amazing as flight simulators you see airline pilots do theirs in, but it’s still impressive with motion and all.

The test starts with a ground briefing (typically half an hour) and a full briefing on the sim (typically one hour).  Once the instructor is confident that you are able to handle it, you get recommended to do the flight test on the sim with another instructor (typically one hour)

I forgot there were two parts to it – the ground/sim brief component and the actual test component – so had to come back the second day to do the actual test.

The ground/sim brief takes you though a full IFR scenario:

• Depart CYOW - Ottawa 4 Departure (SID) RWY 14
• Climb to 3000
• Go to YOW VOR
• Hold 265 radial standard right turns
• Approach into CYND (Gatineau) on VOR/DME 09
• Follow missed approach (at 1200 MDA climb to 3000 then turn left to the YOW VOR)
• Do an RNAV Z 14 in Ottawa

Easy!  What’s tricky is using the avionics on the SIM:

• Set barometric pressure and push Baro
• Push AP
• Push HDG (making sure runway heading is set before departure)
• Push ARM
• Use UP (to set climb rate to +1000 FPM)
• Set the VOR to intercept YOW VOR
• urn to the heading using the heading bug
• Use the primary and secondary VORs to enter the hold (Parallel entry) and to maintain the hold
• Use the VOR/DME for the approach into CYOW
• Descend to 1200 using autopilot 500 ft/m (step down using the DME read out and charts)
• Use the auto pilot to climb out to 3000 on missed (500 FT / min, then 1000 FT / Min)
• Load the RNAV Z 14 into the GPS, couple it to the auto pilot to do your approach into Ottawa

Easy right?  Except the old school VOR and Holds using that equipment.  

Briefing went well – I learned a few professional pilot tips (which is why I love flying with new instructors)

Learnings on Auto Pilot

• Set your HDG button on the autopilot so that it’s not in GPSS
• Set Heading Bug to Runway Heading on your departure brief
• Confirm heading bug matches runway heading when on runway (this is also a nice way to align your gyro /confirm you are on the right runway)
• Set your desired altitude on the autopilot
• Now ALL you need to do on take off is rotate and arm the autopilot – it will do it’s job in maintaining heading and climbing out – don’t push a button, look outside, push another button and look outside and push another button and look outside while holding onto the controls – autopilot arm and hands off

Learnings on Briefings

·     Always brief for all phases of the flight (departure, approach, holds) - even if you are the only one on the plane and have to talk to yourself.

·         Departure Brief:

o   Initial Altitude

o   Initial Heading

o   Turns / Altitude to expect

o   Departure Frequency

o   Lost Communication Process

o   Emergency Process

·         Approach Brief:

o   Approach Frequency

o   Minimum on Altitudes

o   Overshoot Process

o   Radios Set

o   Timing

o   Safety

·         Holds Brief

o   Type of Entry and first three turns

o   Speed

o   Altitude

o   Fuel

o   Expect Further Time

While doing all this I realized it’s nice to have a quick checklist / cheat sheet for departures

1. Space for your clearance - CRAFT - as you would

2. Space for Taxi instructions (useful to write out or draw where you are // what to expect)

3. Write out the key departure numbers

·         Ground elevation

·         Atis / Clearance / Ground / Twr / Departure Freq

4. Write out checks to do

·         Rolling Checks

·         PTILT check

·         Time Up ____

·         ETA _____

Also useful to have checklist / cheat sheet for arrivals

1. Write out the key arrival numbers

·      
  Ground elevation

·         Atis / Clearance / Ground / Twr / Departure Freq

2. Space for your arrival instructions

3. Space for Taxi instructions (useful to write out or draw where you will be // what to expect)

Also useful to have a cheat sheet on holds

Teardrop Hold

·         Pass Holding Fix

·         Turn 30 degrees less than the Outbound leg

·         Fly for 1 min.

·         Turn inbound

Parallel Hold

·         Pass Holding fix

·         Turn outbound heading (non holding side)

·         Fly for 1 min.

·         Left turn all the way back

After the first day with all the briefings I was glad I didn’t schedule the test back to back as it gave me time to get my head into IFR flying the old fashioned way and practice things that you don’t really do much in real life (never done an actual hold in 10 years of instrument flying, or have had to do a VOR/DME approach)

While studying holds, I came across some really useful devices to get into holds

• ·         I found out there is an app for that... YOU DON’T NEED AN APP FOR THAT – JUST YOUR HAND WILL DO! (can't find the link to the video, will post when I find it)
• ·         Radials are ALWAYS AWAY from the fix
• ·         Inbound leg is always going INTO that fix (180 degree of radial)
• ·         Outbound leg is always AWAY from the fix (the radial)
• ·         I discovered a trick as I hate picturing Left / Right from the opposite side; using this trick it’s easy to figure it out if Left / Right isn’t on the Left / Right from your perspective

o   Standard Right Turns – draw a capital R – the way the curve on the R starts is your outbound leg

o   Standard Left Turns – draw a capital R mirrored - the way the curve on the R starts is your outbound leg

o   Take a IFR map and it will take you fractions of seconds to figure out if holds are left turns or right turns with no need to mentally picture)

Now the actual flight test for the instrument proficiency check (IPC)

• ·         I had to do a flight plan – Smith Falls to YOW to CYND
• ·         Alternate Ottawa
• ·         Had to demonstrate estimated time / fuel etc. is all there
• ·         They might drill you on the weather charts, selection of alternates and cold weather correction (but I didn’t get asked those things)
• ·         We jumped in the sim and the rest went as well as it could – I wasn’t a star with the auto pilot and avionics – but all they cared about if I knew the procedures and don’t screw things up too badly – and can maintain my cool when things don’t go as expected

Tips for the check ride!

• ·         Follow the process just like on a real airplane
• ·         i.e. Don’t let the sim fool you – you will need to pickup ATIS, get taxi instructions, do rolling checks, get your clearance, contact tower, do your PTILT, record your time up, contact departure)
• ·         Be a pro tell them what you are doing by giving a departure briefing, hold briefing, arrival briefing
• ·         Use the equipment – Garmin GPS, Autopilot, other avionics (I could have done better knowing how the simulator autopilot couples with the avionics – like I know on the plane I fly like the back of my hand) – this frees you up to stay well ahead of the airplane
• ·         The last point was a BIG lesson learned for me – know the avionics on the aircraft you fly!

Now with that IFR proficiency check behind me – I headed to Richmond, VA.  This flight was interesting as I had to do the shortest international crossing ever from Cornwall to KMSS Massena, New York (6 min.) to clear customs, and to Hanover County (KOFP), Virginia (19 min from my meeting in Richmond, Virginia)

Lost Pilot Licence / Aviation Booklet Canada

I believed it’s difficult to replace a lost Canadian Aviation Booklet (pilots licence) – as I thought mine ended up at the bottom of the lake when float flying with it in my shorts. However, replacing it is easy – all you need to do is call Transport Canada and have them re-issue you one: $35 which takes 5-10 business days to arrive. If it’s urgent – you can have a temporary one sent to you by eMail; just remember to ask for the Pilots licence and ALSO for the medical (as you need carry both with you to be legal). The cost is $40 for EACH of those. Transport will transfer you to (or give you the number for) Finance so you can pay with your credit card. You then simply get them the receipt number for the licence and the medical to be emailed to you… you might have to remind them the next day if you don’t get it by end of day when you asked for it.

Float Flying Resources

There were quite a few resources on the web on float flying which I recently discovered (after getting the sea plane rating).

Online Resources

Transport Canada Float Plane Passenger briefing (with underwater egress)

FAA Handbook on Float Flying - preflight, taxi, take off, cruise, landing, anchoring, docking

Float Flying Skills from Langley Air

Float Plane Rating

Super Helpful Video Resources

My Docking Video



Docking Part 1



Docking Part 2



Float Plane Operation in Moving Water
Preflight Unique to Float Flying and Briefing

Line Handling
Docking Line and Handling Ropes (and Current vs. Wind Take-Offs)

Moving Water Intro
High altitude check first (looking for power lines/other obstructions), then low altitude check for shallow water, obstacles, touch down area, taxi route, wind strength. Then current speed vs. wind speed.

Landing and Taxiing

Taxi / make turns into current for ultimate control. Taxing down current makes water rudder ineffective, so use lots of power!

 Moving Water and Docking

Float Plane Beaching

Float Plane Rating - good tips on Glassy Water Landings

Float Flying Resources

There were quite a few resources on the web on float flying which I recently discovered (after getting the sea plane rating).

PDF Resources

Transport Canada Float Plane Passenger briefing (with underwater egress)

FAA Handbook on Float Flying - preflight, taxi, take off, cruise, landing, anchoring, docking

Super Helpful Video Resources

Float Plane Operation in Moving Water
Preflight Unique to Float Flying and Briefing

Line Handling
Docking Line and Handling Ropes (and Current vs. Wind Take-Offs)

Moving Water Intro
High altitude check first (looking for power lines/other obstructions), then low altitude check for shallow water, obstacles, touch down area, taxi route, wind strength. Then current speed vs. wind speed.

Landing and Taxiing

Taxi / make turns into current for ultimate control. Taxing down current makes water rudder ineffective, so use lots of power!

 Moving Water and Docking

Float Plane Beaching

Float Plane Rating - good tips on Glassy Water Landings

Float Rating

With my mind on the float plane that had just arrived after waiting longer than three months, I was at the annual cottage party for the long weekend (14th year!)  I didn't want to drive back an hour to get the lesson (and missing the cottage party was out of question), so I arranged for a pickup at the cottage (who says you can't have it both ways?!)

I sent over the GPS coordinates, screen shot of the map, a picture of the dock, inspected the water for any obstacles (rocks, trees) and awaited the arrival with a handheld radio in hand. With a couple of overflights, the instructor found the cottage and the plane docked gracefully.

I climbed in not knowing what to expect.  Here's the rundown of how to handle floats - first lesson:

Taxi

Activate Water Rudders
Control Column all the way out
Slow throttle

Take Off

Deactivate Water Rudders
10° Flaps
Control column all the way out
Pick cloud as a reference point
Full power
Step? Lower control column to "sweet spot" slowly
Let plane take off and keep ground effect until acceleration
Climb out
Retract flaps with positive rate of climb

Landing

Overfly area
20° flaps
Downwind and GUMPS (gas, undercarriage, mixture, pumps, switches) check 
65 kts approach
Flare keeping shoreline and pheriperal view
Power off on touchdown
Gradual control column all the way out

Rust Remover IFR Flight

An engine overhaul put the plane out of commission for a couple of months, so those two months went by without me getting into the pilot's seat.

Instrument rated pilots are required to be current (six hours of instrument flying and six instrument approaches in the last six months) because rust builds quickly (way before those six months are up!).
Even though flying is much like riding a bike, lots of procedures slip from being on top of mind - there is just so much to keep at your fingertips.

It's key for any rust remover flight is to be uber-focused on flight duties - so, the first tip is to not have any passengers with you.  It's easier to focus without having to worry about passenger needs, or them distracting you.  Also, with the plane just back from an engine overhaul with new avionics, wanted to make sure there weren't any issues to deal with.

This rust remover flight went well.  There was a low level jet stream (50 knots at 6000 feet).  There were just a couple of learnings to re-iterate in this flight...

Rust Remover Lesson One: Need to check that the heading indicator is set to runway heading before take-off, as it's a good place to double check that the compass is correct (and to also make sure you are on the correct runway - not that I was on the wrong runway, but it's a good procedure to follow!)

I usually do the PTILT check (Pitot, Transponder, Instruments, Lights and Time) - but I missed the heading/runway alignment check - wich is part of the I, the instruments check.  Had this been an unfamiliar airport, it's a good system to have to double check - both to make sure you are on the right runway and to make sure your heading, which you would rely on a lot for departure procedures and air traffic control instructions at busy airport, is set correctly.

Rust Remover Lesson Two: Upon switching frequency closer to the arrival airport - be prepared for controller asking preferred approach right away.

Luckly I had tuned into the weather and knew runway I was going to use, but I hadn't decided on the approach.  With the plates in front of me, I was able to pick RNAV 27 without hesitating too much.  With heavy workload, and busy airspace, it could have been difficult.  Also, be prepared for the controller asking from which waypoint you'd like to start the approach from.

I hand flew the plane all the way there and most of the way back - just to get those flying muscles firing again!

Flight to Lake Placid KLKP in the Fall

This flight was into KLKP Lake Placid, an airport without tower, so I needed to get familiar with procedures for IFR into an uncontrolled airport. Also, the approach into the valley through a pass and the density altitudes for landing and takeoff distances requires pre-studying.

Wheelersack (the ATC for the area which includes Watertown, NY) cleared us as filed, and on departure I was radar identified. One thing I wasn't sure of on departure is if we can commence the turn without the controller asking us to -- so I asked if I could proceed on course first. Something to check with an instructor - if I can start the turn towards my course with or without instructions (I'm thinking with.)

On-route we were handed off to Boston Center. On arrival - we were asked to check the SLK AWOS and ask for an arrival we wanted into LKP. I was checking the AWOS on-route so I asked for RNAV-14 circling for 32. We were cleared to PUGRE - to cross the fix at 5000 ft. and were cleared for the RNAV-14 approach.

Getting into an unfamiliar airport is always interesting - especially if you aren't vectored in, there is no tower and have other traffic to deal with. The fist thing to establish is to figure out all the traffic and where they are. There were a couple of planes in the circuit one turning final and the other one abeam on left downwind 32 - so I came overhead and joined for left downwind keeping an eye on the downwind traffic. It helps to have the altitudes for the circuit and 500 ft above for the dead-wind side to join downwind was written out prior so that you are focused on traffic than having to figure out altitudes. Note that for Lake Placid the pattern altitude is 2700 MSL.

Winds into Lake Placid can make it tricky. Upon landing it was 10 gusting to 20 out of 250 - we were on runway 32. The ridge line and the trees calls for a higher than normal approach and a faster approach (you can expect to see your GPS light up with all sorts of terrain warnings!) Have your hand on the throttle and rudder coordination to keep up with the changing cross winds. Due to the strong cross winds, I didn't have any flaps - flaps could have given me a steeper approach, but it would have also reduced my rudder control.

I landed just past the numbers without the go-around, but was mentally prepared for a go-around if necessary: Full power, carb cold, establish speed first, flaps up in stages (gear up if you have retractable gear) with climb out watching for airspeed, and coordinated rate one turn, again - watching for airspeed.

There wasn't anyone to direct us on the apron - so I parked and asked the FBO about tie-downs.  They said we can tie-down anywhere there's a tie-down spot available.  There were ropes already in place at most tie-downs, so that made it easy.  I remembered from a safety briefing a while back to NOT taxi over the ropes - it is a hazard with the potential for the propeller picking it up, so it was strange to see all the ropes lying around the apron; exercise caution and avoid those areas!  It is amazing what you pickup attending safety briefings, reading stuff and writing down things - which is why I blog... to give back, and to help with my own memory recall.

We decided to walk into town after tying down the plane - tough with two bags and a one and half year old, so we will rent a car next time. If you are renting over the weekend, you need to call the rental company during the week and they will have everything ready at the Adirondack Flying Service FBO (FBO open 8-5, but call in first to check) The free shuttle service isn't very reliable, on a holiday anyway, we didn't see it once on our 30 min walk into town. Apparently the FBO can radio the shuttle for a stop right at the airport. Keep in mind though, that car parking in Lake Placid can be hectic - better to leave the car at the hotel and walk around unless you are going to the trails.

We checked into Best Western and hit the town for coffee and window shopping, and did take out pizza for dinner as the baby wasn't up for a night out of town. He had a long bath instead and played in the room. On a related note - we didn't see until the next day that there were games and building blocks available for borrowing downstairs!

The next day we took the shuttle to the Jack Rabbit trails - we were lucky to catch the shuttle in 20 min (we weren't so lucky on the way back - waited for more than an hour - which is why a car rental might be better next time!). Ask to get off at the Quality Inn (or at the grocery store nearby) and hit the trails. Apparently one could camp - so a camping trip would be to land, take the shuttle directly to the trails, camp overnight and return to the airport for showers (there are showers in the FBO).














Jack Rabbit Trails








I filed the flight plan, eAPIS and called Canadian customs with the ETA in the morning before leaving the hotel by 8 am - that way we are within the two hour limits for the eAPIS and for customs. The second advantage of calling this early is that Canadian Customs answered within 5 seconds - I was prepared for a 20 min. wait time. You have to estimate the border crossing time - I took the flight planning time, subtracted the time to fly 30 miles (which was the distance to the home airport from the border crossing place: S-W of Grindstone Island, South of Clayton, NY)










We walked to the airport from the town (stopping by at Chair 6 for lunch), fueled up and got ready to head out.  On departure we had 10 knot crosswinds. We departed runway 32 with Lake Placid on our left, climbed over the town to 5000 ft., circled on the windward side of Whiteface, contacted Boston for the IFR clearance and headed back home. On contact with Boston they asked if we can maintain our own terrain clearance up to 7500 ft, to which I said yes - didn't know that for IFR that terrain clearance can be provided by the controllers! We were handed off to Weelersack, then to Montreal and landed - all under an hour and ten minutes... even with the 20 knot headwinds!