These are focus items by month. Perfect for a periodic focus throughout the year.
Tuesday, September 29, 2020
Sunday, September 27, 2020
G-Drive Index
...flying-public (folder)
- Files
- AvCal (my availability and aviation calendar)
- Musket Flying (essentially everything on this website)
- Folders
- academics
- Airline notes (I used these for interviews)
- Decel December
- Jumping January
- Manifold Pressure Sucks (article on manifold pressure)
- Mixture March
- Mountain Flying (20210329)
- No Float February
- No Nose November
- SFRA summary (Sep 2019) - always search the most recent
- SFRA course notes (Nov 2011) - always search the most recent
- admin
- add-on requirements (great spreadsheet for calculating needs)
- cfi
- Initial checkride debrief (spring 2019)
- Add-on debrief (May 2019)
- Syllabus, 2015 (ASA)
- checklists
- C182
- C812P (95FC) Normal & STOL
- C182Q normal procedures
- C182Q emergency procedures page 1, 2, 3, 4
- C172
- commercial-pilot (these are good for knowledge, but not FAA)
- Chapter 11, Advanced Systems
- Section A - Powerplants
- Section B - Environmental
- Section C - Retractable gear
- Chapter 12, Aerodynamics
- Section A - Advanced aerodynamics
- Section B - Predicting performance
- Section C - Weight and balance
- Chapter 13
- Section A - Flight considerations
- Section B - Commercial decision making
- Chapter 14, Maneuvers
- Section A - Max perform takeoffs
- Section B - Steep turns
- Section C - Chandelles
- Section D - Lazy 8s
- Section E - 8s on Ps (Eights on Pylons)
- Section F - Steep spirals
- Section G - PO180s (Power off 180s)
- Checkride debrief
- Commercial ACS
- FAA handbook, Chapter 11 - Transition to Complex Airplanes
- instrument-pilot
- If you visit the folder, there is a flight and ground syllabus from a Part 141 school. Take from it what you can, but it is not official FAA guidance.
- Checkride debrief
- lost communication review
- oral questions, typical
- times and turning patterns (A and B) great initial practice
- manuals
- Bendix 770
- Garmin 430
- Garmin 750
- Aspen EFD 1000 guide
- Avidyne 540
- Garmin GTX 335 transponder
- JPI EDM 711 Pilot Guide
- KAP 140 Autopilot Pilot Guide
- King Silver Crown Radio Stack
- KLN 89 GPS Pilot Guide
- VM1000 Operator's Guide
- VM1000C Operator's Guide
- poh
- 7 ECA/GCAA/GCBC/KCAB
- 8 KCAB: 1977
- be-55 Baby Baron
- be-58 Baron
- c150k: 1969 / 1970
- c150l: 1972
- c172n-1977
- c172n-1978
- c172n-1979
- c172n-1980
- c172p-1981
- c172r-1996
- c172xp (partial)
- c182
- C182S - Quick reference guide
- C182S - V Speeds
- C-182S POH
- C-182T POH
- diamond
- POH, Dec 2010
- high-performance endorsement (CAP C182)
- mooney-m20m
- pa-28 (-151 and -201)
- PA-28-151 Warrior, Oct 1981
- PA-28R-201, Jul 1995, revision Oct 2011
- Supplements, engine
- Alamo Aerospace, C172R
- Penn Yan, C172N
- private-pilot
- Checkride bombs to avoid
- Checkride debriefs
- April 2021 (Colorado), Apr 23, Apr 24
- September 2020 (Colorado)
- August 2020 (Colorado)
- June 2020 (Colorado)
- September 2018 (Virginia)
- Jeppesen Private Pilot Syllabus, June 2013
- What your DPE wants you do know, Mar 2020
- pubs
- Aeronautical Chart User's Guide
- Airman's Information Manual
- C172 Maneuver Guide (Rick Aviation)
- Climb / Descend Via FAQ
- Endorsement Circular
- Fly the Easy Way, July 2017
- Jeppesen Approach Guide
- Jeppesen General Airway Manual, Apr 2019
- Jeppesen Nav Charts
- Maneuver Guide, LE Aviation, C172N
- smart-cards-cheat-sheets
- 60-1 Rule, in my terms
- ACS kneeboard for Private and Commercial
- Airspace Flashcards (AOPA)
- Airspace Review Chart
- ATC clearances - standard phraseology
- Can I takeoff and Position Reporting
- Carb heat chart
- Collaborative Debrief
- IFR Clearance Kneeboard - example
- Instrument Cockpit Check or a another version
- Kneeboard master - what I fly with
- NAV LOG example 1, example 2, or Jeppesen
- Runup parking, KFLY
- SFRA Checklist - make sure you search the most recent
- SFRA Kneeboard - make sure you search the most recent
- Traffic Pattern, C172, how I fly them
- VASI and PAPI (or VAPI as I call them) and how to use them
- VFR cloud clearances in one picture
- tests
- BFR - my version of a biennial flight review test. It will almost guarantee the applicant spends at least an hour in the books.
- I also have C172, P-28, and Pre-solo tests, but the are specific. Contact me if you want to use them as a starting point.
- weight-balance
- All Springs Aviation, and an Example
- The links above are specific to aircraft. However, there are two great online (and free) resources for C172s and B58s.
Friday, September 25, 2020
Guides / Manuals / POHs / SIMs
- Aircraft Manuals / Pilot Operating Handbooks (POH)
- Aeronca / Champion / Bellanca / American Champion
- 7 ECA / GCAA / GCBC / KCAB: SN -75 and up / 1994 and newer
- 8 KCAB: 1977
- Beechcraft
- Cessna
- C150K: 1969 / 1970.
- C150L: 1972.
- C172L: 1971 / 1972.
- C172N: 1977 (by section) / 1978 (searchable) / 1979 / 1980 (by section)
- C172P: 1981 / 1982 / 1985.
- C172R: 1996.
- C172XP: 1977 (partial) or 1977 (full)
- C182S: 03 Feb 1997.
- C182T: 20 Dec 2007.
- Cub Crafters (also see Piper)
- CC18-180 Top Cub: 08 May 2018
- Diamond
- DA40: 01 Dec 2010
- Mooney
- M20M: Jan 1996
- Piper (also see Cub Crafters)
- PA-18, Super Cub
- PA-25-235: Pawnee
- PA-28R-201, Arrow: 24 Oct 2011
- Supplements:
- Alamo Aero (C172R)
- Penn Yan (C172N)
- Aspen Avionics (Evolution) EFD1000 MFD
- AVIDYNE IDF540
- IFD5xx Pilots Guide
- There is an "IFD Trainer" app, but only works on tablets
- Bendix/King or Bendix
- 770, Folder on G-Drive
- KAP-140 Autopilot, Pilot's Guide
- KLN 89 / 89B, Pilot's Guide
- KLN 94 GPS Navigator, Operating Guide
- KMA 26/28 Comm Panel, Operating Guide
- KT 76C Transponder, Operating Guide
- KX 155A NAV/COM, Operating Guide
- ForeFlight
- Garmin
- GNS 430
- Basic Ops Guide
- Quick Reference Guide
- Simulator, free. NOTE: use the "GNS 400W/500W (WAAS) Simulator", I've had bad luck with the other links
- The Restrictions Trap
- Videos from Flying Like The Pros
- Diverting After Missed Approach (video)
- WAAS?
- Startup screen reads "430W" or
- AUX Group, Setup 2 (page 4) look for “SBAS Selection”- if so, it’s WAAS or
- On NAV Group, scroll to satellites page, green is WAAS, blue is not
- In either case, verify “ON” (Setup 2 Page of AUX Group)
- GTN 750
- GTX 335/345 All-In-One ADS-B Transponder Pilot's Guide
- JPI Engine Data Management; EDM-700, EDM-800 and EDM-711 Pilot Guide
- Runway Safety Simulator
- Vision Microsystems
- VOR simulator - great resource here.
Thursday, September 24, 2020
Human Factors
- Attitudes, Hazardous (Acronyms and Mnemonics)
- Illusions
- 4 things you should know about runway illusions, and how to solve them.
- 7 visual illusions to be prepared for on your next flight.
- 8 optical illusions every pilot should understand, and know how to avoid.
- Eight optical illusions pilots need to know.
- Flying an ILS into fog, and the associated visual illusions.
- This wintertime illusion can cause accidents on a VFR day.
- Quizes:
- Somatogravic Illusion (see spatial disorientation below)
- Medical / Medicals:
- AOPA Summary
- Colorado Springs recommendation: Jerome Limoge, MD (online schedule)
- Related articles.
- Spatial Disorientation:
- 6 ways pilots get confused in the clouds, and how to prevent it.
- How to overcome it in flight. (also somatogravic illusion).
- FIG -
Wednesday, September 23, 2020
Instruction
General
- 5-Step Teaching Process (Rob Machado)
- Identify the BIG PICTURE
- Define the objectives in behavioral terms
- Simulate Experience
- Identify/share the clues you use
- Critique behavior not the student (avoid "you")
- 7 times you should cancel a flight lesson.
- Always teach a correlation so there's a "why".
- How to learn from your mistakes.
- Owning your errors.
- Students, in general
- Encourage nervous students
- Identify and overcome challenges specific to each student
- Nervous students
- They’re nervous when they don’t know what is going to happen
- Share a common goal with students
- Student knowledge versus memorization
- Those returning to flying
- It’s best to evaluate where they are yourself (vice a handoff)
- Students, successful traits
- Self-awareness
- Aware of their strengths and weaknesses
- Proactivity
- Understand they can control the outcome of a situation
- Perseverance
- Those who can adapt methodology of attaining goals, vice giving up
- Goal setting
- Effective support systems
- Establishing PRORELs with students is important
- Emotional coping strategies
Endorsements:
- FAA Circular
- Sporty's and NAFI's Instructor Guide to Endorsements
Private
Instrument
Commercial
CFI
- CFI Syllabus, 2015 (ASA)
CFII
MEI
- FIG -
Monday, September 21, 2020
Instruments and Approaches
In general
- Aeronautical Chart Users Guide (excellent resource)
- Approach lighting systems explained.
- Bracketing the CDI. (Rod Machado)
- FAA changes instrument rating cross country requirement.
- It’s more of an overturned interpretation. The cross country with three different approaches does not imply (required) three different sources.
- IFR Quick-Review sheets (one of the best summaries of rules by Pilots Café)
- Instrument Cockpit Check / another version
- Logging time - log something to the effect of "Sim IMC w/ VLD for 61.129(a)(3)(i)". This will save people a headache down the road if they try to get a commercial rating.
- Lost Communication (IFR).
- Pilots Café has some great resources
- Quiz: Do you know your IFR NAVAIDs?
- RCO vs GCO. (vid)
- Review questions by Fly the Wing.
- Technique: how I set up for practice approaches from KFLY into KCOS.
- Terminal procedures (search at FAA) .
- The art of instrument approaches - 7 tips for proficient flying.
- MAA – max authorized alt, marked with “MAA-“
- MCA – min crossing alt, min al at which to cross when proceeding to higher segment, marked with an “X” flag
- MEA – min enroute alt, NAVAID reception & obstacle clearance (top number on route)
- Also see "Enroute / Climb / Descent" below.
- MEA (RNAV) – same but annotated with “G”, just below MEA
- MIA – min IFR alt, unless prescribed, the 1K & 2k clearance non-mountain & mountain
- MRA – min reception altitude, marked with “R” flag
- MOCA – min obstruction clearance alt, lowest to meet obstacle clearance and reception only to 22nm of VOR. Marked with *
- MSA – min sector alt, min 1K obstacle clearance usually w/in 25nm
- MTA – min turn alt, provides obstacle clearance for both turn after and turn anticipation, marked with “MTA”
- MVA – min vectoring alt, for radar, the 1K & 2K clearance, can be lower than other alts (sometimes MRVA – min radar vector alt or ASMA – ATC surveillance min alt)
- OROCA – off route obstruction clearance alt, 1K obstacle clearance in non-mountainous and 2K in mountainous. No signal guarantee. The large numbers in grids. (sometimes MORA – min off route alt or Grid MORA)
- Approach Categories
- A: < 90 KTS; B: 91-120 KTS; C: 121-140 KTS; D: 141-165 KTS; E: > 166 KTS
- Approach Title:
- If the procedure ends in "A, B, C..." there are multiple circling approaches
- If the procedure ends in "Z, Y, X..." there are multiple ST-IN approaches
- Briefing:
- Brief in 10 steps (boldmethod)
- PAIN MOM (my method, see Acronyms and Mnemonics)
- Seven habits for IFR approaches
- Charts / Plates
- Do you know these 6 common approach chart symbols? Quiz 1, 2 or 3.
- Review at Flyingmag's Chart Wise.
- Charted Visual Approach.
- Circling approaches
- How to circle-to-land from an approach.
- How to fly a circling only approach.
- See Missed Approach below.
- Descending below minimums:
- Position to land, required visibility, runway environment (12).
- Runway (itself, markings, lights) = 3
- Threshold (itself, markings, lights) = 3
- Touchdown zone (itself, markings, lights) = 3
- Visual approach slope indicator
- Runway end identifier lights
- Red terminating bars or red side row bars (see below)
- The approach lights: allow you to descend to 100 feet above touchdown zone elevation (to find another reference) OR below 100 feet if the red terminating bars or the red side row bars are also distinctly visible and identifiable.
- You need to see at least one of these 10 things to land from an instrument approach.
- DME (distance measuring equipment):
- GPS vs. DME.
- GPS vs. DME distance for IFR flying.
- How DME works.
- Using actual DME on an approach.
- When can you use real DME on an approach?
- ILS:
- If your right wing is on the shaded part of the feather, then steering is "right" (correct). If it's your left wing, steering is "wrong" or back course.
- LP approach
- LPV and LNAV/RNAV, the differences:
- They’re both GPS approaches with vertical guidance, but similarities end there.
- LPV
- Use WAAS/GPS, but NOT precision. They are APV (approach with vertical guidance) - it was less admin and cost to call them APVs. BARO-aided GPS doesn’t suffice.
- They get more sensitive as you get closer and are about 700’ at the threshold (like an ILS), but they essentially turn linear after the threshold
- Can’t use precision alternate minimums. You need WX that meets LNAV, circling or LNAV/VNAV DA
- LNAV/VNAV
- Actually, first GPS approaches with vert guidance – designed for BARO-aided GPS
- Difference? Don't have increasing angular guidance as you approach the runway. They decrease to 0.3 nm sensitivity when w/in 2nm of FAF – all the way to MAP.
- The lowest they can go is 250’ above touchdown, but due to obstacles it’s often higher
- LNAV +V
- Only shows on your GPS (if able), not on plates. And the vertical glide path is advisory only…you still need to fly step-down altitudes and MDA
- Missed approach:
- Do missed approaches always end in a hold?
- How to go missed from a circling approach.
- Plates (see charts / plates above)
- RNAV (GPS) Approaches:
- Great explanations by: FAA and boldmethod.
- Remember, even with vertical guidance, and while using a DA (decision altitude), these are NOT considered precision approaches. They are APVs (APproaches with Vertical guidance). If you remember "guidance" and "glideslope", it will help separate these from precision approaches.
- LNAV - Lateral Navigation (uses an MDA)
- LNAV/VNAV - Lateral Navigation/Vertical Navigation (uses a DA)
- LP - Localizer Performance w/o Vertical Guidance (uses an MDA)
- LPV - Localizer Performance w/ Vertical Guidance (uses a DA)
- RNAV and GPS: What's the difference?
- RNP, written "RNAV (RNP)", see below.
- Loading one in G1000 (see Equipment).
- RNAV RNP approach (FAA page)
- When you see RNP in the approach label, it can be interpreted as 'authorization required' because in reality, any RNAV has some RNP.
- RVR
- You must use 2400 RVR when RVR is not begin reported
- 2400 = 1/2 SM visibility
- Segments:
- What is considered the Initial Approach Segment on an approach?
- The initial approach segment begins at the initial approach fix and ends where it joins the intermediate approach segment.
- What is considered to be the Intermediate Approach Segment?
- The intermediate segment (normally aligned within 30 degrees of the runway) begins at the intermediate point and ends at the beginning of the final approach course.
- What is the Final Approach Segment?
- The final approach segment for a precision approach begins where the glide slope is intercepted at the minimum glide slope intercept altitude shown on the approach chart;
- The final approach segment for a non-precision approach begins at either a designated Final Approach Fix (FAF) or at the point where you are established on the final approach course.
- When the FAF is not designated, such as where there is a VOR or NDB on the field of intended landing as published, the Final Approach Point (FAP) is where the procedure turn intersects the final approach course inbound.
- What is considered the Missed Approach Segment?
- The missed approach segment begins at the MAP and ends at a designated point.
- Stepdown altitudes - do you need to meet them when going visual?
- Stipple - does it guarantee obstacle protection?
- Understanding GPS approaches (Pilot Workshop)
- Getting an Amended IFR clearance.
- AIM: cross DER > 35’, 400’ before first turn, 200 FPNM until minimum IFR altitude*
- 200 FPNM = 233 FPM @ 60 GS, 267 @ 80, 300 @ 90
- * unless specified different (crossing alt, DP) turn @ higher altitude or @ fix
- DPs and ODPs (ODPs are normally narrative)
- Obstacles w/in 1nm & < 200’ tall are “low close-in obstacles” and are generally NOT factored in ODP
- IFR departure from a towered airport.
- Minimum takeoff WX? There isn’t, but a technique is highest published circling mins
- When do I need to fly the procedure turn? (vid)
- When you DO NOT perform them (SHARPTT)
- Quiz: Can you answer these 7 IFR regulations questions?
- TAA: here it's Terminal Arrival Areas, not Technically Advanced Aircraft.
- Tips for determining TAA distance and bearing.
- Checks (five)
- VOR test signal (VOT) +/- 4°
- Designated VOR system checkpoint on an airport +/- 4°
- Airborne checkpoint +/- 4°
- Prominent ground point along a selected radial +/- 6°
- Dual VOR check +/- 4°.
- Due every 30 days
- Each person making the VOR operational check shall enter the date, place, bearing error, and sign the aircraft log or other record
- How do you know where a VOR checkpoint is on the airport? What does it look like and how is it marked? Where is a VOT located on the airport?
- How long is a VOR check valid? (30 days)
- How to use RNAV on a VOR approach. (vid)
- What are the different ways to check a VOR?
- VOT, designated airborne or ground check, radio to radio, and maintenance shop
- What is a VOT? And how is a VOR checkpoint and a VOT different?
- What is the maximum deviation for each type of check?
- What must be recorded when accomplishing a check?
- Name, date, place and bearing error
- Where can you find VOR checkpoints and VOTs?
- "VOR Orienter"
- This will help you on the written.
- VOR simulator - great resource
Saturday, September 19, 2020
Magnetic Compass
Understanding magnetic compasses 1) is somewhat difficult and 2) seems outdated. However, since every aircraft has one and they technically never fail, it's important to know how they work and how they'll react in turns. So here it goes...
- Time to turn: degrees to turn/3 = time; so 60° / 3 = 20”
- Bank: airspeed/10 + 5 = bank; 90 kts --> 9+5 = 14°
- Rollout - 1/2 your bank angle in degrees prior to desired heading
- ANDS is an acronym for Accelerate North Decelerate South. This is one type of magnetic compass error. This error primarily occurs if you are on an approximate heading of east or west, and most of this type of error occurs between 060 degrees and 120 degrees if the heading is easterly, or 240 degrees through 300 degrees if the heading is westerly.
- The magnetic compass will indicate a turn to the north if the aircraft is on one of these headings, and will indicate a turn to the south if the aircraft is decelerated while in this heading range. This error occurs due to magnetic dip. The error is eliminated when the airspeed stabilized.
- UNOS is an acronym for Undershoot North Overshoot South. A false error occurs on the magnetic compass when the aircraft is turned. This phenomenon of the magnetic compass is called northerly turning error. This error is zero on east or west headings, but is pronounced on turns to either north or south. When turning from east/west to north, the magnetic compass card actually lags the heading of the aircraft, so we undershoot, or turn what appears to be early, when rolling out to a northerly heading. The opposite is true when turning to a southerly heading and we must turn what appears to be past the south heading.
- How do we compensate for this error?
- We must factor in latitude at which we are operating, plus one-half of our bank angle. We will use a latitude of 30 degrees for this session. With a bank angle of 16 degrees, we would take half of that (8 degrees) and calculate that into our bearing and roll out on a predetermined magnetic heading. The following is the initial part of the equation at 30 degrees latitude. This data reflects the amount of error when turning to various magnetic headings: If you are turning to:
- Amount of Error on the Compass
- 360 Degrees 30 degrees of error
- 030 and 330 degrees 20 degrees of error
- 060 and 300 degrees 10 degrees of
- 090 and 270 degrees 0 degrees of error
- 120 and 240 degrees 10 degrees of error
- 150 and 210 degrees 20 degrees of error
- 180 degrees 30 degrees of error
- Now we must calculate the lead by adding or subtracting ½ of the bank angle and applying this to the compass card readings at different points on the turn. Let’s say we are turning right to a heading of north from a heading of west. There is no error when we are on the initial heading of 270 degrees. We now roll into a 16-degree bank to the right. The compass card is now indicating a turn to the right, but the rate is faster than the turn. Using the information on the last page, the adjusted roll out point is 330 degrees as we are going to UNDERSHOOT NORTH. We deduct ½ of the bank angle (8 degrees) and start our roll out when the compass card is 322 degrees. Here are some other examples, but remember that we OVERSHOOT SOUTH. We will assume a bank angle of 16 degrees for these examples.
- Direction/New Heading Roll Out Heading Bank Angle Correction Roll Out
- Left to 360 Degrees 030 degrees 8 degrees 038 degrees
- Right to 180 Degrees 210 degrees 8 degrees 202 degrees
- Left to 180 degrees 150 degrees 8 degrees 158 degrees
- Right to 300 degrees 290 degrees 8 degrees 282 degrees
- Left to 300 degrees 310 degrees 8 degrees 318 degrees
- Right to 150 degrees 170 degrees 8 degrees 162 degrees.
- Remember that the magnetic compass is the primary navigation reference in an aircraft. It is important that you have a general working knowledge of this instrument. These calculations are only used to offset the compass error while you are in a turn. The compass will stabilize when you roll to wings level. A smaller amount of roll out lead is required with smaller bank angles. So if you are at 30 degrees latitude and you are turning left to a heading of 180 degrees with a 5- degree bank angle, you would overshoot the desired heading by 30 degrees and be within 2 ½ degrees when you roll out. I have heard down south they teach “the south leads and the north lags.” Seems like this may be one way to remember what correction to apply.
Thursday, September 17, 2020
Maneuvers / Execution / Techniques
- Attain / maintain desired vertical flightpath-airspeed profiles.
- Detect, correct, and prevent unintentional altitude-airspeed deviations from desired energy state.
- Prevent irreversible deceleration and/or sink rate that results in a crash.
- Energy Errors (AvWeb)
- Pitch and Power: Energy management is key to mastery of flight.
- 8 times you should go-around during landing.
- The first item is "bad bounce" - not "bounce".
- Go-around technique.
- The aircraft will always go UP and LEFT (assuming a single engine piston aircraft)
- The 'binary' go-around. Have you been instructed, or is it your own notion, that a bounced landing should be followed by a go-around? If so, be careful of any 'binary' flying. Physics are binary but how we handle things is usually not. Here is a video of a bounce into a go around. The plane could have easily landed from the bounce and if you're going to go around, do it correctly. The video might be hard for some to watch.
- Also see My Morsals / Pilot Tips of the Week.
- Taxiing - 9 common mistakes pilots make.
- 5 reasons your landings aren't smooth.
- 10 tips for safer takeoffs and landings. (FAA)
- Aimpoint vs touchdown point. Vid 1, Vid 2.
- Crosswinds:
- Feel like your landings are getting worse?
- Go around(s) - see above
- Gusts:
- How to time your flare for a perfect landing.
- Hydroplaning:
- Impossible turn.
- Improbable turn. (YouTube)
- Takeoff and landing refresher. (Wally Moran)
- Tips to get on the centerline.
- Wake turbulence:
- See also Pilot Tips of the Week.
- C172 (by ATP)
- 9 ways to make nervous passengers more comfortable.
- Forward slip (such as when high on final, boldmethod)
- Stalling in a forward slip.
Spins - go to Maneuvers / Techniques / Execution.
- 4 ways to get better at stall recoveries.
- Cross-controlled stalls: How to prevent them.
- Decelerated stalls - do they exist? (GA News)
- Quiz on stalls - Quiz 1, Quiz 2.
Steep Turns
- 10 tips for safer takeoffs and landings. (FAA)
- Go around(s) - see above
- Impossible turn.
- Improbable turn. (YouTube)
- Short field: how to make a good one.
- Takeoff and landing refresher. (Wally Moran)
- See also Pilot Tips of the Week.
- C172, how I execute patterns in a Skyhawk
- Commit to Pattern Precision (FAA)
- Go arounds (see takeoff section above)
- Impossible turn.
- Improbable turn. (YouTube)
Turn performance (radius)
Visual Flight - how to enforce it
- If you have students who stare at the gauges, my first recommendation is to cover them. So as not to keep them from recognizing a 30° bank turn, I let them see it. I cut a suction cup to hide the ADI minus the 30° bank turn. Why? Because I want them to hear, feel, sense their energy state by using their nose position. This is also where the stall warning comes into effect.
Tuesday, September 15, 2020
Mountain Flying
I will teach you mountain flying if so desired. You can contact me directly, use the "Contact me" form on each page, or go through Springs Aviation. My availability is always on my AvCal which can help you plan your flight/visit.
If you want to fly in your own airplane, I fully support it, and think it's a better choice. We've had people fly in from out of state to take the course so don't hesitate to do the same.
These are the academics normally provided:
- The brief, "Mountain Flying Ground Knowledge" (PPT or PDF)
- And two handouts: AWOS stations and Suggested Route.
- Colorado Airport Directory 2022
This is the typical route:
- Monarch Pass AWOS: 719-539-4436
- Salida (KANK) AWOS: 719-539-5268
- Bald Mountain AWOS: 303-512-4419
- Buena Vista (KAEJ) AWOS: 719-395-2599
- Leadville (KLXV) AWOS: 719-486-8441
- Aspen (KASE) ASOS: 970-205-2482
- Glenwood Springs (KGWS) AWOS: 970-524-7386
- Eagle County (KEGE) AWOS: 970-524-7386
- Copper Mountain AWOS: 970-968-1715
- Wilkerson Pass AWOS: 303-512-4418
- FAA Aviation Weather Cameras
- https://avcams.faa.gov/
- It defaults to Alaska…just drag the map to Colorado
- 4 ways mountain airports are affected by slope winds.
- AOPA Mountain Flying Course (I do not think membership is required)
- Lee eddies, flying through them.
- Mountain Flying.
- Mountain Flying in a Cirrus (video from COPA)
- Mountain wave, flying through it. (vid from BM)
- Three rules of thumb for mountain flying. (vid from BM)
- Tips on Mountain Flying (fly8ma)
- Trent Palmer on mountain flying. Not a CFI, but knowledgeable.
Sunday, September 13, 2020
Multiengine / High Performance / Complex
- Cruise performance (video).
- The “Drill” (emergencies)
- Pitch for Blue Line
- Mixture
- Props
- Throttles
- Flaps set
- Gear up
- Identify and slap your leg
- Verify and pull the throttle back
- Feather
- Mixture
- Engine failure checklist
- Vmc Demo
- Reduce power / lower nose (reduce AOA)
Friday, September 11, 2020
My Morsels
We all know you can't consolidate the internet or hundreds of peoples' insights, techniques, lessons into a single document. So, I will consolidate the things I've learned, used, and shared to keep flying upright. First, I'll start with terms...
- Terms
- "Abeam the numbers" - see "perch".
- "Back pressure" - pull back on the stick/yoke, or "Release back pressure" which is the opposite.
- "Brick One" - meaning the very first inch (or brick) of the runway.
- "Buffet" - when the aircraft starts to shake prior to a stall. Not my term, but you can use it even without a stall warning horn/light.
- "Chair fly" - to rehearse a maneuver (or anything) before you actually do it.
- "Horn" - the stall warning horn - or however the aircraft is equipped
- "Perch" - used for "abeam the numbers" (which is 4 syllables longer). The Perch is when you are abeam the numbers, but it also instills the idea that you "jump" off the perch. I.e., you start your descent. Birds don't fly up from a perch, they jump off (down).
- "Roll out" - means to reduce your bank (whatever it is) to zero, so as to roll out of bank.
- "Unload" - lower AOA, push the yoke/stick forward (you're unloading Gs)
- "VAPI" - used to reference VASIs or PAPIs. They only differ in configuration, but the concept is the same.
- "Walk around" - the preflight inspection
- "Wire". This is the term I use for the approach angle. 3 degrees, right? The 'wire' is a line between you and your aimpoint. Ideally, it is always about a 3 degree wire. You are either above, on, or below the wire.
- 1-2-3 From the Knee
- I use this at the perch. 1 is carburetor heat, 2 is set your power, 3 is 10 degrees of flaps. I return to power to refine it, but after it's refined, I leave it alone.
- Aimpoint vs Landing Point.
- First of all, there is no 'landing point' unless you've declared it for a precision landing (which is good practice for any pattern). Normally, the landing point is slightly beyond the aimpoint. The aimpoint is where you would crash if you never changed your approach angle. Since we transition to level, wait for the airplane to lose its lift and then roundout, we will certainly land beyond the aimpoint. As soon as you transition to level, your aimpoint has served its purpose and you can say thank you as you fly past it. You will land XXX (~400) feet beyond it. If you wanted to land at brick one, your aimpoint could never be on the runway. My aimpoint is very seldom short. In fact, if there is a VASI/PAPI, it's an imaginary line directly across from the lights. See my VASI/PAPI tutorial. If there aren't lights, it's usually the first centerline dash after the numbers. I only bring it closer if the runway is REALLY short.
- Review the AIM discussion on runway markings
- Airspace +
- What I use...
- A = Altitude (FL180 and above)
- B = Big (the biggest cites and usually bigger altitude)
- C = Crowded (busy cities but not big enough)
- D = Dialog (dialog with the tower)
- E = Everywhere else (almost everywhere else)
- G = Go for it (uncontrolled)
- Anticipation Bucket (anticipation = fewer surprises): +
- Crosswinds – after landing, the wind hasn’t stopped.
- Flaps
- When you ADD flaps, the nose wants to rise.
- When you REDUCE flaps, the nose wants to sink.
- Rudder
- When you add power, you need rudder.
- When you turn, you need rudder.
- Single engine aircraft want to go up and left when you add power.
- Stalls - an aircraft can stall at any attitude.
- Crosswind controls on the ground
- The text version in many POHs (such as shown here) takes a bit of mental effort - at least they do for me. So here's my technique...
- Tailwheel
- "Climb into, dive away from". It's that simple.
- Climb into (stick/yoke into an up) a quartering headwind and dive away from (stick/yoke away and forward) a quartering tailwind.
- Watch the "dive" away from - if your propwash is stronger than the tailwind.
- Tricycle gear
- "Turn into, dive away from".
- Difference is no back stick/yoke for the headwinds
- AOPA has another technique if it works for you.
- Go-arounds
- The 'binary' go-around. Not a fan. Have you been instructed, or is it your own notion, that a bounced landing should be followed by a go-around? If so, be careful of any 'binary' flying. Physics are binary but how we handle things is usually not. Here is a video of a bounce into a go around. First, the plane could have easily landed from the bounce. Second, if you're going to do a go around, do it correctly. The video might be hard for some to watch.
- Illusions
- Runways:
- If it's "WIde" you'll be "HI", if it's "narROW" you'll be "LOW" (where you typically end up on final, but not necessarily)
- You're tying to make it look 'normal'
- If they have VAPIs (VASI or PAPI) use them!
- Slope - it's opposite of the slope
- If it slopes down, you'll likely be higher (than you should be)
- If it slopes up, you'll likely be lower (than you should be)
- If they have VAPIs (VASI or PAPI) use them!
- "Pitch for airspeed" - this implies an unmodified power setting and you can only maintain a speed with pitch (forward/aft stick/yoke).
- Preflight / Walkaround:
- The point here is to start from and end where you enter your aircraft. Piper (and others) and Cessna are clearly different. Both pics are from the POHs (with edits on the Piper):
- Skid vs Slip
- If you skid, you'll leave too much rubber on the road - TOO MUCH rudder. You'll leave a skid mark.
- Slips then are the opposite - not enough rudder