Sunday, September 27, 2020

G-Drive Index

 ...flying-public (folder)


- FIG -

Friday, September 25, 2020

Guides / Manuals / POHs / SIMs

    - 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:

    Private

    Instrument

    Commercial

    CFI

    CFII

    MEI

    - FIG -

    Monday, September 21, 2020

    Instruments and Approaches

     In general

    Altitudes, minimum (IFR) +
    • 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)

    Approaches
    • 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:
    • 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
    • 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):
    • 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:
    • 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)
    Clearances:
    Departures:
    • 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 
    Enroute / Climb / Descent
    Procedure Turns
    Regulations
    RNAV (Area Navigation)

    VOR +
    • 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
    - FIG -

    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...

    Compass turns, standard rate... 
    • 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”
    • 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”
    • 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.
    - FIG -

    Thursday, September 17, 2020

    Maneuvers / Execution / Techniques

    Emergencies - separate page.

    Energy Management.  From AFH Chapter 4 - Energy management can be defined as the process of planning, monitoring, and controlling altitude and airspeed targets in relation to the airplane’s energy state in order to:
    1. Attain / maintain desired vertical flightpath-airspeed profiles.
    2. Detect, correct, and prevent unintentional altitude-airspeed deviations from desired energy state.
    3. Prevent irreversible deceleration and/or sink rate that results in a crash.
    Go Around(s):
    • 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.
    Ground Ops:
    Landing +
    Maneuver Guides
    Passengers
    Slips

    Spins - go to Maneuvers / Techniques / Execution.

    Stalls +

    Steep Turns

    Takeoff +
    Traffic Patterns

    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.
    Flying IS Great - Improve every flight!

    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:

    This is the typical route:


    Weather Resources:
    • 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
    Other resources:

    Flying is great...improve every flight!

    Sunday, September 13, 2020

    Multiengine / High Performance / Complex

    ALSO SEE:
    Coffin corner - 6 question quiz.

    Jets:
    Multiengine:
    • 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)
    - FIG -

    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
    - Flying IS Great - Improve Every Flight -

    Pictures for reference only...