During this class I learned a lot about the Seminole systems that in turn helped me understand the systems of the Archer and Arrow. I really learned about the heating system, electrical systems, and a lot about emergency procedures. The other thing that I learned was about aeronautical decision making as it relates to commercial operations. It got me into a new mindset about decision making and the factors that will affect my decision making in a crew environment and passengers. I liked the fact that the class used more of a guided discussion as opposed to lecture method. I thought that we could have done a couple more simulator flights with the engine failures. I thought it was very beneficial with simulator flights and the discussion of emergency procedures that prepared us well for the actual flights in the multi engine. I thought blogging was an experience to share our ideas and get the responses from the class. I think that it defiantly was an experience to share my ideas and get input from other students who saw things in ways I did not see.
Wednesday, October 5, 2011
Monday, October 3, 2011
Seminole Observation Flight
I observed Devin Conley and Mike Digrazia on Devin’s first multi in Piper Seminole N978WC on September 13th 2011 in the 3:30pm flight block. I was wondering how the performance would be affected with me flying in the back. Mike told me that he was surprised by how well it performed even though it was a warmer day.
I noticed that while airborne flying was exactly the same. We did a couple maneuvers and stalls and the procedures resembled that of the single engine almost exactly but now there was a second engine. Mike mentioned in the pre flight discussion that heavier braking would be required and when we are out in the airplane I could definitely noticed a way in which the airplane taxied as well as the unobstructed view that exists when a propeller is not spinning right in front of you. During landing It was weird being able to see so much of the runway even from the backseat because I did approximately 12 observations during my CFI Ground School class and CFI internship. I also noticed during the landing attitude the need for power to successfully hold the nose up. I know in class we discussed the importance of maintaining airspeed to land the Seminole on the spot but it was very evident during my observation when were already within Commercial PTS even though it was his first flight in the aircraft.
Mike demonstrated a engine shutdown of the left engine on the flight and I timed how long it took from shutdown to restart and it took approximately 2 minutes. But in that time we only descended approximately 800-1000ft in altitude. It seemed like a took much longer for the descend than compared to a single. If someone was proficient with their checklists those extra seconds good help with making a good decision versus a bad one. Something that I found interesting was the attention required to keep the propellers synchronized. It would produce a distinct sound that was very evident in the cabin.
I was not sure what to think of the Seminole after talking about its performance class but after the observation I am very excited about getting to start flying the twin and feel comfortable
I noticed that while airborne flying was exactly the same. We did a couple maneuvers and stalls and the procedures resembled that of the single engine almost exactly but now there was a second engine. Mike mentioned in the pre flight discussion that heavier braking would be required and when we are out in the airplane I could definitely noticed a way in which the airplane taxied as well as the unobstructed view that exists when a propeller is not spinning right in front of you. During landing It was weird being able to see so much of the runway even from the backseat because I did approximately 12 observations during my CFI Ground School class and CFI internship. I also noticed during the landing attitude the need for power to successfully hold the nose up. I know in class we discussed the importance of maintaining airspeed to land the Seminole on the spot but it was very evident during my observation when were already within Commercial PTS even though it was his first flight in the aircraft.
Mike demonstrated a engine shutdown of the left engine on the flight and I timed how long it took from shutdown to restart and it took approximately 2 minutes. But in that time we only descended approximately 800-1000ft in altitude. It seemed like a took much longer for the descend than compared to a single. If someone was proficient with their checklists those extra seconds good help with making a good decision versus a bad one. Something that I found interesting was the attention required to keep the propellers synchronized. It would produce a distinct sound that was very evident in the cabin.
I was not sure what to think of the Seminole after talking about its performance class but after the observation I am very excited about getting to start flying the twin and feel comfortable
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