AUGUST 1998 ~ CENTRAL VALLEY AVIATION NEWS
A Publication of the Fresno Flight Standards District Office~(209) 487-5306

BACK TO EVENTS

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Well, you have dreamed about it, thought about it, and now it's your chance to do it. Your business partner and you have been really using the `ol C-182 for all those business trips, but now your clients are getting further out-of-state and traveling long distances over mountainous and sparse terrain is becoming more common. You and your partner's business has improved well enough to consider that twin engine aircraft with all the bells and whistles. Being the prudent men of the world that you and your partner are, you both decide that you will start out small with a light twin. A Baron or Cessna 310 will do nicely, but what about the training necessary and the certification required to fly the darn thing? Well, let's first start with the regulations, good `ol FAR 61.
FAR Sec. 61.63 Additional aircraft ratings (other than airline transport pilot certificate).
(a) General. To be eligible for an additional aircraft rating to a pilot certificate, for other than an airline transport pilot certificate, an applicant must meet the appropriate requirements of this section for the additional aircraft rating sought.
(a) Additional class rating. Any person who applies for an additional class rating to be added on a pilot certificate:
(1) Must have an endorsement in his or her logbook or training record from an authorized instructor and that endorsement must attest that the applicant has been found competent in the aeronautical knowledge areas appropriate to the pilot certificate for the aircraft class rating sought; (2) Must have an endorsement in his or her logbook or training record from an authorized instructor, and that endorsement must attest that the applicant has been found proficient in the areas of operation appropriate to the pilot certificate for the aircraft class rating sought;
(3) Must pass the required practical test that is appropriate to the pilot certificate for the aircraft class rating sought;
(4) Need not meet the specified training time requirements prescribed by this part that apply to the pilot certificate for the aircraft class rating sought unless the person holds a lighter-than-air category rating with a balloon class rating and is seeking an airship class rating and
(5) Need not take an additional knowledge test, provided the applicant holds an airplane, rotorcraft, powered-lift, or airship rating at that pilot certificate level .

Well, let's see, I'm a private pilot with Airplane Single Engine Class rating, so I believe all of the above applies to me. Whew! Glad to hear that I do not need to take another written exam, nor are there any specified number of hours of instruction required. Still, after I reviewed the PTS (Practical Test Standards) for a Private Pilot Multi-Engine Airplane class, I really need to know all my aircraft systems, with special emphasis on engine out emergency procedures. Oh yeah, I've got to be sure that my instructor is CFI- multi qualified and that I get signed off (or endorsed) by him when he thinks I'm ready.

In multi-engine flying operations, V speeds and especially Vmc and Vyse play a much more important performance role that in single engine flying. While flying around the patch in the `ol C-182, if I lost the engine, I had no choice but to ?%^&&*, then fly the airplane to an emergency off-airport landing.

Vmc is defined as the slowest airspeed that the aircraft is able to maintain directional control (i.e. a straight line) whilst the

i. Critical engine is windmilling

ii. The aircraft is at gross takeoff weight.

iii. The center of gravity is at it's most rearward allowed limit.

iv. The gear is retracted.

v. A 5 deg bank angle is allowed into the operating engine; and

vi. The flaps are in the takeoff position.

Maybe I need to really study this multi-engine flying more by attending the upcoming WINGS seminar on this exact subject.

When did you first solo? Over 50 years ago? Obviously you have a current medical otherwise you would not be on this illustrious mailing list. (Current medical = Fresno newsletter). You've been able to maintain the medical (thank the Lord), but are you maintaining currency? Only your friendly CFI and/or FAA inspector can tell (after inspecting your logbook).

If you meet all of the above then the Fresno Chapter of the 99's is planning a special celebration in the first part of October, '98. Additionally, FAA (Washington) is working on the concept of a Golden Eagle Award for 50 year aviators. Anyway, if you feel you qualify please contact Ms. Kathie McNamara, Fresno 99's @ 209-439-0587.

Last May 13th, this writer was invited to speak at the Experimental Aircraft Association., Chapter 71 in Bakersfield. The turn out was great! Many of the EAA aviators in Bakersfield have built some excellent and beautiful aircraft whose performance is very impressive!. My presentation, of course, was to persuade all attendant of the necessity of "being a good flying neighbor". However, the real informative issue was the discussion and presentation of Bakersfield's unique airspace control problems, presented by the BFL tower chief, Mr. Jim Snavely. Many pilot's in attendance were not aware of the alignment of the ILS final approach course to BFL and how it could interfere with departures from Bakersfield Municipal. Many pilot's saw the need to turn left after departure and climb out West of highway 99 so as to avoid the IFR traffic into BFL. [Again, an excellent example of communication of Safety through the FAA's Aviation Safety Program] Thanks again EAA for the opportunity to meet.

Mr. Richard Rosa has show great interest in assisting the FAA's Aviation Safety Program in the Modesto area. Last May 26th and June 18th, Mr. Rosa presented hard hitting seminars for all pilots from Modesto and Atwater respectfully. Mr. Rosa, is a retired FAA ATC controller, working now on contract with the Modesto tower. He enjoys flying his Piper Pacer whenever he has the chance.

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