Tuesday, October 20, 2020

Aviation Acronyms and Mnemonics

Memory aids are a huge asset to pilots.  It's hard enough to come up with lists or do public math when you're sitting in a briefing room. It's much harder in flight.  But if you have a word or phrase to recite, the execution can become much easier.  I hope these help...

  • Aircraft categories:  TURN PALE
  • Airports/Airfields
    • Preflight info for off station airfields
    • Sign types:  MIDDLR
  • Airspace
  • ATC
    • IPAD (initial call to ATC, page 3)
  • Before landing
    • CGUMPS
    • GPS:  Gear, Prop (forward), Speed brakes (closed)
  • Before takeoff
  • Cloud clearances (see Airspace)
  • Compass, see Magnetic Compass
  • Decision Making:  DECIDE
  • Documents, required
    • ARROW (required documents) or AROW (if the radio license is not required)
    • I use SPARROW (adds supplements, placards) or SPARROWED (adds supplements, placards, external data plate and deviation card).
  • Engine Failure (ASEL, several versions)
  • Equipment +
  • Go around
  • Hazardous attitudes (I'M AIR)
    • Impulsiveness / Macho / Anti-authority / Invulnerability / Resignation
  • IFR / Approaches
    • 5Ts (approaches) or 6Ts (page 4)
    • 6As (approaches, page 4)
    • AVE F (lost comm routing, IFR,in order)
    • CIA (fundamentals of instrument flight)
    • Clearance:  CRAFTS or In Clear Deep Rivers And Hot Springs, Fish Swim
    • Mandatory reports:
    • MEA (lost comm altitudes, IFR, highest)
    • PAINMOM (approach brief)
      • Procedure/Plate (ensure briefing the same version)
      • Altimeter (get the latest)
      • Initial rate of decent (gameplan for precision vs non-precision)
      • NAVAIDs (set navigation aids and inbound course)
      • Missed approach (brief it)
      • Ops Check (check your aircraft instruments/fuel)
      • Minimums (briefed and set if you have bugs)
    • Position report: I Play The Accordion For Nothing, No Reason
      •  APTATEN - Aircraft ID, position, time (crossing fix), altitude, type of flight plan, ETA (to next reporting point), name (of next reporting point).
    • Procedure turns (when not to): SHARPTT
    • WIRETAP (IFR and nearing destination)
  • Illusions
  • Inspections
  • Lost / Lost Comm
    • IFR, see IFR
    • VFR, 4Cs or 5Cs
  • Magnetic Compass
  • PAST (determining critical engine AMEL)
  • Personal Minimums
    • IM SAFE
    • PAvE (Pilot, aircraft, environment, external pressure)
      • External pressure can be PAWT (passengers, airspace, wx and time)
      • PDF from FAA
    • PAWT (external pressure): passengers, airspace, wx and time
  • Position Reports: see IFR above
  • Reports, required/mandatory
  • SMACFUM (determining Vmc for AMEL)
  • Transponder Codes (my version)
    • 7500 - "high five" or hijack
    • 7600 - in the military J6 is communications
    • 7700 - highest number = highest concern, i.e., emergency
  • Weather
- FIG -
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Monday, October 19, 2020

Briefs / Debriefs

Brief:
Debrief:
  • Articles:
  • Don’t judge as a person, judge performance.  Get safer.
  • Causes - ask 'why' five times to get to the root cause
  • Collaborative Critique or Facilitated Debrief (from NAFI, 20190220)
    • Change from “Sage on the Stage” to “Guide on the Side” 
    • Replay --> Reconstruct --> Reflect --> Redirect --> Review
    • Replay:
      • Ask trainee to “replay” entire flight
      • Focus as needed on specific phases of flight
      • Ask questions – LISTEN to answers
    • Reconstruct:
      • Use would’ve, should’ve, could’ve to get to a better outcome
      • Also probe for actions that worked / achieved desired outcome
    • Reflect
      • What was the most important thing you learned?
      • What part of the lesson was easiest/hardest?  Why?
      • Did anything make you uncomfortable?  How and why?
      • How would you assess your performance and your decisions?
    • Redirect
      • How does the experience relate to conditions you have previously experienced?
      • Which elements might be unique to this flight, and why?
      • Which aspects of this experience might apply to future flights, and how?
    • Review:
      • Have the trainee review and self-assess performance with reference to the ACS
      • Keep it very objective
  • It is important to evaluate our aviation skillsets as though we were an outside observer, without getting defensive or making excuses.  Every pilot has strong and weak points, good and bad days, and being able to assess those differences before, during, and after each flight is crucial to our ability to learn and improve.
- FIG -
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Saturday, October 17, 2020

Checkrides

IN GENERAL - ANY RATING - IN GENERAL - ANY RATING:

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COMMERCIAL - COMMERCIAL - COMMERCIAL:
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PRIVATE - PRIVATE - PRIVATE:
A format used by one DPE for private checkrides.

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INSTRUCTOR - INSTRUCTOR - INSTRUCTOR
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INSTRUMENT - INSTRUMENT - INSTRUMENT:
  • Major cause of IFR checkride fails - GPS / VLOC modes.
  • Alternates (see Instruments and Approaches)
  • Altitudes: see Instruments.
  • Certification requirements, recency of experience, and record keeping 
  • Charts:
    • You will review a chart - use the legend and be familiar with common symbols
    • Low Altitude Chart, what is the quickest way to tell if an airport has an instrument approach?
    • Victor routes...what does an X flag mean? 
    • What do the large and small numbers within a specific latitude/longitude grid on the Enroute Low Altitude Chart represent and how do they differ from the VFR Sectional Chart?
    • What are the numbers in the square box just below an airway line?
  • Clearances:
    • If “cleared as filed”, does this guarantee route and altitude?  NO – only the route
  • Climbs, 
    • Minimum rate of climb required for normal departure (if no ODP published)
      • 200 feet per nautical mile
    • Minimum rate of climb required for enroute climb (for obstruction clearance)
      • 150 feet per nautical mile at sea level through 5,000 feet MSL
      • 120 feet per nautical mile from 5,000 feet through 10,000 feet MSL
      • 100 feet per natural mile above 10,000 feet MSL
  • Compass, magnetic (go here)
  • Currency
    • How can you maintain instrument currency?
      • By completing 6 approaches, navigation, tracking, and at least 1 hold in previous 6 months
    • What if you don’t fly for a year?
      • After any 6-month period where you do not maintain currency, you have 6 months grace to allow you to get the 6 approaches, navigation tracking, and the required hold with a safety pilot.
        • Safety pilot - who can be one? (Vid 148).
      • After the grace period you may regain instrument privileges with an IPC with an FAA inspector, a designated instrument examiner, or with a CFII.
  • Debrief / Profiles:
  • Equipment required for IFR flight (additional to VFR equipment):  "GRAB CARD"
    • Generator or alternator
    • Radio (2-way communication system)
    • Attitude indicator
    • Bank (or "Ball", slip/skid indicator)
    • Clock (installed in AC, not your own)
    • Altimeter adjustable for barometric pressure
    • Rate-of-turn indicator, gyroscopic
    • Directional gyroscopic indicator
    • NOTE: navigation equipment appropriate to facilities expected to use
    • NOTE: absence of the vertical speed indicator
  • Experience:  what is the required recent pilot experience?
    • 6 approaches within the past 6 months w/ holding & intercepting & tracking courses. (61.57c)
  • Filing:  how long before the flight should you file your IFR flight plan?
  • Fuel requirements, IFR
    • Fuel to fly from originating airport to destination, and then at normal cruise for 45 mins.
    • If alternate is required, then fuel to fly from the originating airport to filed destination, then to alternate, then at normal cruise for 45 mins.
  • Fundamental skills of instrument flight?  (CIA)
    • Crosscheck, interpretation, aircraft control
  • Holding:
    • Speeds
      • Up to 6000’ MSL (200 KIAS)
      • 6001’-14,000’ MSL (230 KIAS)
      • Above 14,000’ MSL (265 KIAS)
    • What direction is standard for holding?
    • What is the required report?  Aircraft ID, time, and altitude
    • What must change 3 minutes prior?  Speed (if needed)
    • When do you start your time outbound?  When on outbound heading
  • Icing locations?  Structural (aircraft) and induction (engine)
    • When is induction icing in the carburetor venturi likely to occur?  When the OAT is between -7 degrees C and 21 degrees C
  • Icing types?
    • Clear ice is often clear and smooth. Supercooled water droplets, or freezing rain, strike a surface but do not freeze instantly.  Often "horns" or protrusions are formed & project into the airflow.
    • Rime ice is rough and opaque, formed by supercooled drops rapidly freezing on impact. Forming mostly along an airfoil's stagnation point, it generally conforms to the shape of the airfoil.
    • Mixed ice is a combination of clear and rime ice.
    • Frost ice is the result of water freezing on unprotected surfaces while the aircraft is stationary. 
    • SLD ice refers to ice formed in Supercooled Large Droplet (SLD) conditions. It is similar to clear ice, but because droplet size is large, it extends to unprotected parts of the aircraft and forms larger ice shapes, faster than normal icing conditions.
  • IFR Quick-Review sheets (one of the best summaries of rules by Pilots Cafe)
  • ILS checkride questions you should be ready for. (Vid 161).
  • Inspections required for IFR?
  • Instrument Airplane Study Guide (by Geoff Hatcher)
  • Instrument Approaches:
    • You will review a chart - use the legend and be familiar with common symbols
    • Difference between LPV and LNAV/RNAV? (see approaches)
      • Difference between precision and non-precision approach?
        • Vertical guidance (could be said MDA vs DA/H, but be careful as APVs can also have DA/Hs)
      • How do you brief an instrument approach?
      • On a non-precision DME approach, how long should you be level prior to reaching the MAP? (1 mile from MAP)
      • On a non-precision timed approach, how long should you be level prior to reaching the MAP?  (1 minute prior to reaching the MAP)
      • Segments (see instrument approaches)
      • Standard rate turn?  3°/second.  What is a half-standard rate turn?  1.5°/second
      • What does NA mean?
      • When do you start your descent to MDA and start your timer?
    • Lost communications:
      • What is transponder code and what do you do to try to fix comm problem?
      • If in VFR conditions, you should land as soon as practical
      • If in IMC then your ROUTE should be as "AVE-F"
        • Assigned, vectored, expected, filed
      • If in IMC, ALTITUDE should be the highest of "MEA"
        • Minimum (see altitudes above), expected, assigned
      • Other actions:
        • Hand-held radio?
        • Listening to VORs and NDBs that have voice capability
    • Mandatory reports an IFR pilot needs to make?  "MARVELOUS VFR C500"
      • Missed approach
      • Airspeed ±10 knots or 5% change of filed TAS
      • Reaching a holding fix (time and altitude)
      • VFR on top altitude changes
      • ETA change of ±3 minutes (nonradar)
      • Leaving a holding fix
      • Outer marker inbound (nonradar)
      • Unforecast weather
      • Safety of flight
      • Vacating an altitude or flight level
      • Final approach fix inbound (nonradar)
      • Radio or navigation failure
      • Compulsory reporting points (nonradar)
      • 500 FPM climb or descent rate not obtainable
    • Oral questions (typical)
    • Preflight checks for an IFR flight versus a VFR flight:
      • Attitude indicator:  ensure stable < 5 mins and indicating correctly. While taxiing on level or somewhat level ground, the AI should not show more than a 5-degree bank.
      • Gyrocompass:  should remain at zero.
      • Magnetic compass:  ensure it is floating freely and indicating known headings
      • Pitot heat:  check
      • Turn coordinator:  turn on master switch prior to engine start and listen for unusual noises.  Ensure flag (if applicable) disappears with electrical power.  While taxiing, the airplane should bank in the direction of any turn and the coordination ball should roll away from the turn due to centrifugal force.
      • VOR:  verify checked within the past thirty days.
    • Procedure turns
      • Primary purpose?  Reversal of course.
      • When NOT to execute procedure turn?  "SHARP TT"
        • Straight in approach
        • Holding in lieu of a procedure turn
        • Arc
        • Radar vectored to final app course
        • "NoPT" depicted on chart
        • Timed approach
        • Teardrop course reversal
    • Quiz(s)
    • Scenarios:
      • You fly to your destination, it’s very busy and the airport is socked in. Your alternate is 150 miles away.  What would you do if the controller said “Cardinal 177SM, proceed to XX intersection, hold as published, expect further clearance at 1515” and the current time is 1445?
    • Side-step maneuver:
      • You fly an approach for a particular runway, but once you have the runway of intended landing in sight, you switch to the runway approved for landing.
      • Normally with parallel runways with a published approach to only one of them.
    • Speed categories:  what are they based on when flying a non-precision approach? 
    • Weather:
      • Where will you obtain your weather forecast for a flight under instrument flight rules?
    • What actions would you take if the alternator failure light illuminated while in IMC?
      • Try resetting the equipment
      • Turn off all unnecessary electrical equipment
      • Report the condition to the controller
      • Get the Airplane ON THE GROUND
    • What airspeed indication would you expect if pitot ram air inlet and the pitot tube drain were blocked?
      • The airspeed indicator would act as an altimeter in this case. If you climbed, the indicated airspeed would increase. The indicated airspeed would decrease if you descended.
    • What airspeed indication would you expect if pitot tube is blocked while the pitot drain remained open?
      • The airspeed would read zero.
    • What if you had an engine failure in IMC?
      • One technique is a spiraling descent at a low bank angle and at best glide.
    • What instruments would be affected if the static port became blocked?
      • Altimeter would stay at altitude indicated when blockage occurred and VSI would remain at 0.
      • Airspeed indicator could be affected depending upon status of pitot tube and pitot drain.
      • If the pitot is open but static is blocked - the airspeed would read lower than actual if the aircraft was at a higher altitude than where the static port became blocked, and would indicate a higher than actual indicated airspeed at altitudes below where the static port became blocked.
      • "PUDSOD"
        • Pitot blocked – Under-reads in Descent (over-reads in a climb)
        • Static blocked – Over-reads in Descent (under-reads in a climb)
      • Understanding pitot static failures.
    • What must be done on an approach if full needle deflection occurs on the LOC guidance?
      • A missed approach procedure must be initiated.
    • What must be taken on an approach if full needle deflection occurs on the vertical guidance?
      • A missed approach procedure must be initiated.
    • What would you do if you experienced a total electrical failure in IMC?
      • Have a plan B. You should always have an out
      • If the area ahead of you is a pure VFR condition (zero clouds and unlimited visibility) then you may consider dead reckoning
      • If the area along your route of flight is low ceilings and poor visibility, use plan B
      • Experienced a total electrical failure in a low ceiling/visibility condition with the same condition forecast all along route, go elsewhere
      • Known areas of VMC?  Dead reckon in that direction
      • Use a hand-held GPS if available
    • What would you do if you noticed that an electrical circuit breaker had tripped during your flight?
      • Ask yourself if you really need that piece of equipment.
      • If you do not absolutely positively need that piece of equipment, why tempt fate by resetting the breaker. It tripped for a reason. The next failure could result in a fire.
    • When may turns be initiated on a missed approach unless special instruction from ATC is issued?
      • Only after reaching the missed approach point.
    • You’re on an IFR flight but in VFR conditions. You see an aircraft that may present a hazard. ATC has not informed you of this aircraft. What action should you take?
      • It is every pilot’s responsibility to “see and avoid.”  Notify ATC and make appropriate maneuvers.
    Flying IS Great - Improve every flight!
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    Thursday, October 15, 2020

    Communication and ATC

    Air Traffic Control (ATC):
    Communication / Radios:
    Knowledge Check / Quizzes:
    Lost Communication:
    Non-towered Airports:
    -----------------------------------
    My comments on communication...

    Radio calls / etiquette:.
    • Always think about your call before making it.
      • Who am I calling?  Who am I?  Where am I?  What am I doing (any amplifiers)?  ("XXX traffic" when non-towered)?
        • “Meadow Lake traffic, Skyhawk 30Q, left downwind, 15 (or runway 15), [any amplifier], Meadow Lake”.
    • Amplifiers; touch-and-go, full stop, stop-and-go, low approach, etc.
    • Clearing a runway.  If calling “Skyhawk XXX clear ‘active’, Meadow Lake”, I only give a partial picture. If I say “Skyhawk XXX clear, RWY 15”, now people know I'm clear and RWY15 is the active runway.
    • "Fillers".  Adding “this is”, “and uh”, "and" “turning”, etc. to calls adds nothing.  The radio can be busy - do you want to hear long radio calls?
    • “Please advise”.  I don’t answer that call.  It’s actually frowned upon and they’ll be advised with the next call in the pattern.
    • "Last call".  Not recommended.  Your departure is clear when you call departing.
    • Plain English.  I like these calls.  I use “plain English” (or Plane English) when we need to convey something or ask something for clarity.
      • Classic example is in the runup area.  You’re wondering what another airplane is doing…just ask.  “Cherokee 34X, are you going to do a runup or are you about to takeoff?”
      • Another…if someone is on downwind and approaching base but you’re worried about spacing, just ask them.  “Mooney 84Q, can I takeoff in front of you?”  Often, they’ll respond with “yes”, “affirm”, “yeah, no problem”, etc.  If there’s no response or hesitation, I would wait.
      - FIG -
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      Tuesday, October 13, 2020

      Concepts / Mentality / Truisms

      Some things never change - no matter how 'creative' we are and it behooves us to listen to history.

      • Aeronautical Decision Making (see CRM and SRM)
      • Altitude = Airspeed
      • Altitude is life
      • Always care about your pre-flight
      • Avoid roads unless zero other options
      • Checklists: do them.  Do what you say, say what you do.
      • Compliance Philosophy (FAA)
      • Decision Making (see CRM and SRM)
      • Emergencies, the "5 Nevers" (see Emergencies)
      • Engine Failures (see Emergencies)
      • Fly the aircraft until its chocked
      • Flying, the "5 Nevers"
        • You never have to takeoff
        • Never takeoff without seeing the fuel
        • Never takeoff without using the checklists
        • Never determine you "have to get "there"
        • You never have to land on this approach
      • Fuel:  know your fuel reserves – day/night, VFR/IFR
      • Going around – if you have power and fuel, it’s always an option
      • Heavily loaded airplanes are different beasts
      • Increased angle of bank = increased stall speed
      • Instinct isn't always your friend
      • Landing
        • Always plan on 1) landing and 2) going around
        • Don’t force an airplane to land
      • Max crosswind component exists for a reason
      • Only mix water with float airplanes
      • Personal:  if there is anything making you hesitant to fly…speak up!  There’s always another day.
      • Plan, Brief, Do, Review, Renew (with anything)
      • Poor judgement can overcome great skill.
      • References:  if you’re referencing study material that isn’t in the FAR or AIM or from an FAA source (such as this website), always cross-check it. 
      • Situational awareness doesn’t care if you’re in the air or on the ground.
      • Responsibility
        • Take personal responsibility for your flights/checkrides.  Yes, your instructor is accountable for what and how he/she teaches you, but no one can make you study and/or prepare.  This goes hand-in-hand with the PIC mentality.  YOU ARE taking the airplane’s book.  YOU ARE doing the walk-around.  YOU ARE flying the airplane.  The sooner you act like the other person is your spouse, significant other, friend, someone who can give you zero assistance, the better off and prepared you’ll be…for anything.
      • Stalls
        • Climbing turns: high wing stalls first
        • Descending turns: low wing stalls first
      • Task Saturation – fall back on a ladder of priorities
        • Attain & maintain flying airspeed
        • Communicate
        • Ensure a clear flight path
        • Fly airplane to proper position
        • Work avionics and other cockpit technology
      • Traffic pattern - never underestimate it
      • Treat every propeller like a live one
      • Turbulence?  Always a good idea to slow down
      • VMC into IMC (have a plan)
      • What are you doing now?  What will you do next?  What will you do after that?
      • Why good pilots makes bad decisions:
        • Wired to make quick assessment, tag it with emotion, made decision, and move on
        • We’re inclined to stick with a decision once made
          • We’ve done this before (history)
          • Self-interest (emotional bond) to stick with it which leads to
          • Discounting adverse information (resistance to change)
      • Wings always stall at the same angle of attack
      • Weather:  If the WX makes you nervous, what makes you think the flight will calm your nerves?
      • Weight, balance, performance:  before every flight
      - FIG -
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      Sunday, October 11, 2020

      Constant Speed Props / Manifold Pressure

      In General:
      • Constant-speed props, adjustable-pitch, adjustable-speed, variable-speed, etc., are called that because you can adjust the RPM and the governor keeps it at that RPM.
      • The blue knob (standard color) adjusts the pitch, which in turn adjusts the RPM.
      • The black knob (standard) increases/decreases power but the governor tries to maintain the RPM.
      • When full forward, the prop gives the highest RPM, but also acts like a brake.
      • When full aft, the prop is taking bigger ‘bites’ out of the relative wind.
        • IMPORTANT: if your engine fails and you need to glide, pull the prop aft - it’s less drag.
      • How a constant speed propeller works.
      • How a Piper Seminole constant speed propeller works.
      Emergencies:
      • First and foremost - always follow your POH
      • Need to glide?  Pull the prop full aft when able.  This creates less drag.
      • "The Drill"
        • PITCH - for blue line
        • Mixture (for altitude - it's not binarily forward)
        • Props - forward
        • Throttles - forward
        • Flaps - set
        • Gear - up
        • Identify AND SLAP your leg
        • Verify and pull the throttle back
        • Feather
        • Mixture - as appropriate
        • Engine failure checklist
      Governor check:
      • I have never seen this described in any POH, but it's a great idea.  After you cycle the prop, pull the prop back until there's a noticeable change (about 100 RPM).  Then gently push up the throttle.  The RPM will increase, but if the governor is working, it should quickly roll back to the starting RPM.  Courtesy:  Steve Jackson
      Manifold Pressure:
      • Manifold Pressure Sucks (article by AVweb's John Deakin).
      • When we talk about RPM and MP (manifold pressure) we drop the zeros off the RPM.  In other words, if we cruise at “22 squared”, we mean 2200 RPM and 22 inches of MP.  Or “21 over 19” would be 2100 RPM and 19 MP.  It’s ‘over’ because we keep the RPM over (or above) the MP.
      Propeller check:
      • The age-old word of mouth (WOM) is to cycle the prop three times.  No POH prescribes it, but it's not a bad idea.  You can watch the RPM, manifold pressure and oil pressure for each cycle.  Additionally, it warms up the oil that drives the propeller change.
      Sayings / Expressions / Memory aids:
      • Always keep Prop above Throttle (unless POH allows differently).
        • When we talk about RPM and MP (manifold pressure) we drop the zeros off the RPM.  In other words, if we cruise at “22 squared”, we mean 2200 RPM and 22 inches of MP.  Or “21 over 19” would be 2100 RPM and 19 MP.  It’s ‘over’ because we keep the RPM over (or above) the MP.
      • Blue Sky / Black Earth
        • When you add power (go up), you increase propeller first, throttle next
        • When you decrease power (go down), you pull the throttle first
      • If configuration is Throttle, Prop, Mixture (left to right)
        • Gather power up (mixture, prop, throttle)
        • Push Power Away (throttle, prop, mixture)
        • Pull Power In (mixture, prop, throttle)
        • Throw Power Away (throttle, prop, mixture)
      • Throttle Back, Power Up
        • Reduce the throttle first, Push the Power (Prop) up first
      Takeoff:
      • Why use high RPM for takeoff with a constant speed propeller? (Vid 226).
      More info...
      - FIG -
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      Friday, October 9, 2020

      Cross Country / Planning / VFR

      See also: EFB (Electronic Flight Bag).

      -----------------------

      Airports (x):

      Aircraft Performance:

      Airspace:

      Charts (see Sectionals below).

      Cross Country, General Checklist:

      Cross Country, Other Information:
      Navigation:
      Performance, Aircraft and Calculations
      Planning:
      Routes / Routes Selection:
      • Route selection in remote areas. (Vid 92).
      Sectionals / Charts:
      VFR (Visual Flight Rules):
      Weight and Balance:
      - FIG -
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