If the encounter is more than light ice; AP OFF, maintain minimum ice penetration speed or more, leave the area, announce your intentions and declare an emergency if needed. Fly Safely - Train Often .. DR

Hi Daniel, Thank you for your comment. There is a great deal of post flight preparation and post flight debriefing that is not in this short video. Sorry you missed it. Fly Safely - Train Often .. DR

Thank you for the kind words. Fly Safely - Train Often .. DR

Thank you for your comments.. Fly Safely - Train Often .. DR

.. a little

Thanks.. Fly Safely - Train Often .. DR

CRM is a tricky thing to teach in single pilot aircraft. I focus on immediate action drills and simple rules, most of which is provided in preflight briefings and post flight debriefs. Fly Safely - Train Often .. DR

Yes Sir.. Check out my Airframe Icing Playlist.. Fly Safely - Train Often .. DR

@@RWRPilotTraining Will do, Dick. Thank you!

@@lukebelvin4900 Hi Luke, Thank you for the kind words. I am happy to help. Fly Safely - Train Often .. DR

It’s a beautiful airport.. one of my favorites! Fly Safely - Train Often .. DR

It’s THE most important consideration! Fly Safely - Train Often .. DR

Hi Caprica, Thanks for your comments. The PA46 elevator has an “over center” portion that allows ice forming in that area to “freeze” the elevator surface to the horizontal stabilizer. The autopilot must come off to prevent a runaway trim. Next I wanted to physically touch the manual trim wheel to verify it is not running. I asked the pilot training to begin a descent as my PFD did not show a descent and we were loosing airspeed. He was likely answering me while looking at descent rate. This aircraft has two completely separate airspeed systems and I wanted to confirm the speed on both sides to be matched. We likely got in a downdraft.. 2000ft per minute at one point . As the medical profession is trained to “FIRST, do no harm”, so should pilots. Fly Safely - Train Often .. DR

In general I was always told to turn off the autopilot and hand fly the airplane when gaining ice so you can feel the airplane

Hi Matt, Yes indeed. Easier said than done. This was the pilot training’s first ice experience. The area was forecast to be light ice only, but there you have it.

Hi Bonanza Pilot.. Thanks for your comments. You are spot on with your analysis. This was a training flight focusing on rain showers/radar and CIP/FIP airframe ice scenarios. This specific area was forecast by the CIP/FIP to be light ice only. The airspeed issue concerned us the most. Sometimes I find that this is the result of not leaving the area soon enough. In this instance the pilot training did not begin the descent soon enough. In fact he even climbed a little bit coming off the AP due to the updraft. It was his first icing experience and while it was a bit more than we expected he did the right thing. When we debriefed, the updated CIP/FIP showed areas of light and moderate ice! It is also important to note that an area with a PIREP for light ice from a 737 is off limits to a GA aircraft. Same way each and every time.. SWEET! Fly Safely - Train Often .. DR

@@markusp1788 Hi Mark, The PA46 Malibu Mirage is a FIKI equipped 350 HP piston aircraft. No power changes were required since airspeed was maintained by starting a descent. Engine temperature does increase slightly when operating with alternate induction air open which is standard practice when operating in the presence of visible moisture. Fly Safely - Train Often .. DR

You are most welcome John .. Fly Safely - Train Often .. DR

@@marklittle9913 Hi Mark, Thank you for your comment. If the radar you operate doesn’t have a vertical profile mode, and based on your comment I suspect it does not, you will need to paint less ground. In this case Archie Trammel recommends the outer quadrant painting ground return. The horizontal view shows the water alright, but FNGs have a harder time trusting it. The vertical profile is not sensitive to ground return and therefore paints rain more clearly. With over 10,000 hours flying with various PA46 radars I have learned the reliability of the vertical profile. It is the easiest way to see rain. Look through my play list of rain showers and thunderstorms and see if you don’t agree. Let me know your questions. I look forward to working with you. Fly Safely - Train Often .. DR

@@RWRPilotTraining I quit counting at 25k hours, and yes, we have a vertical profile mode. Archie was a smart dude, but he's been gone a long time and there have been significant advancements since his day. Raise that tilt and get away from from the ground clutter. Cheers.

Good question. The visual approach is still an instrument approach but done in VMC. The value is that you can get priority for the arrival and a modified base or straight in.. whatever is expeditious. This works best at a towered airport. Controllers and most pilots like visuals because it speeds things up for everybody. Go back and read what the FAA says about them. Visuals are easy and safe but you must have the airport in sight. Also consider the contact approach which requires 1 mile visibility and clear of clouds and reasonably certain to stay that way. Fly Safely - Train Often .. DR

@@RWRPilotTraining Reading on the contact approach seams sketchy to me. I'm going out today and shooting some approaches at a local airport.... maybe I'll file, and ask for the visual when I get back to KJST.

Thank you! Fly Safely - Train Often .. DR

Hi Mark.. You might be right depending on what navigator you are operating. New versions like the 650/750 give the pilot the option to make a waypoint at the present position. You could also adjust the range of the map to put the needed distance on the arc, go to the OBS mode and select the inbound course. This might be faster.. Fly Safely - Train Often .. DR

Hi Jim, Thank you for your question. This was not so much of a reprimand as it was a reminder. We had already discussed the idea that good listening means not talking to yourself in a busy traffic pattern. I believe this is a good habit to have. Fly Safely - Train Often .. DR

Thank you for the kind words. Fly Safely - Train Often .. DR

Hi, thank you for your question. The most important aspect of the go-round is making a timely decision. A good decision made too soon is a bad decision. A good decision made too late is a bad decision. With this concept in mind, it will be important to understand the decision altitude, decide on how you’re going to assess the visibility, and and then decide at the proper moment to go or continue. If you decide to go, the process is the same as the takeoff. it is as follows: Pitch and power, positive rate of climb, gear up, flaps up, trim the aircraft engage the auto pilot. It’s important to make this decision in a timely fashion, so it’s not to be affected by wind shear. The POH should be considered. I welcome your comments. Fly Safely - Train Often .. DR

Hi Dan, the POH is pretty honest about fuel burn. I suspect it averages somewhere around 45 however, anything other than high-speed Kruse is not worthy of consideration in my view. Hope this information helps. Fly Safely - Train Often .. DR

@@RWRPilotTraining was that at max sustainable power or just under? were you flying light? 2 people and 1000lbs of fuel

I don’t recall but you are probably correct since my flights are always training flights. Fly Safely - Train Often .. DR

You're welcome! Fly Safely - Train Often .. DR

Mountains or not .. the vertical profile works the same. Look for asymmetry in the vertical profile at the top.. Here is an example.. kzfaq.info/get/bejne/b52ihtOgss7RZZs.html Fly Safely - Train Often .. DR

The Honeywell RDR2000 on the older aircraft and the Garmin equipment on the newer aircraft.. all are 10 inch antennas Garmin has more power but they all work the same with the vertical profile.. Fly Safely - Train Often .. DR

Hi, Thank you for the question.. The descent angle depends on conditions .. anywhere from 1.5 degrees to 3 degrees. The G3000 equipped turboprop aircraft use degrees; the pistons use feet per minute.. 600-1200 FPM. Fly Safely - Train Often .. DR

Hi Dave, certainly. The bug I am talking about is the magenta diamond on the CDI bezel. It sits at the top of the white dashed line. Those two items represent the ground track of the aircraft. My idea there is to use this information to parallel the runway. Putting the wing tip on the runway puts the aircraft on a downwind wider than slower airplanes, and gives the pilot a better view of the overall situation. It also allows for a wider turn consistent with a slightly higher airspeed in the pattern. Fly Safely - Train Often .. DR

Hi Carl, excellent points thank you for your comments. The outages of nexrad in the west don’t particularly concern me because they aren’t that large and anyone willing to pay attention to next. Read when they’re tactically avoiding rain. Showers and thunderstorms is taking huge risks. Radar is essential for these missions. Fly Safely - Train Often .. DR

Thank you! Fly Safely - Train Often .. DR

Thank you for your post. VNAV works well when the descent is planned advance. I like VS for last minute clearances because it can be done quickly. Both are great techniques. Fly Safely - Train Often .. DR

It is a “known issue” with the GMA1 module. It doesn’t appear to affect any of the features or functions. Fly Safely - Train Often .. DR

Thanks for your question. Yes, sometimes that is better. That strategy is contraindicated If the CIP/FIP in the vertical profile view in Foreflight shows anything more than light ice or if the service ceiling (FL280 without RVSM) is in the layer. Fly Safely - Train Often .. DR

Hi Jack, Thank you for your note! Fly Safely - Train Often .. DR

You are most welcome .. Fly Safely - Train Often .. DR

Yes.. and there was some confusion on my part as to which runway we were looking at because I could not see the larger parallel runway on the left and the synthetic vision was depicting the assigned right side as the larger of the two. I am curious about that. I had not seen that before. Fly Safely - Train Often .. DR

Yes.. it wasn’t as bad as it looks on the video. Fly Safely - Train Often .. DR

Thanks John .. I concur! Fly Safely - Train Often .. DR

I have customers in the 6-3 - 6-4 range and they seem to do just fine. I recommend you stop by the Piper dealer and see for yourself. Fly Safely - Train Often .. DR

Hi Andre, I have no engineering information. I suspect the larger engine produces more reverse thrust. Fly Safely - Train Often .. DR

Glad it was helpful! Fly Safely - Train Often .. DR

You are most welcome .. Fly Safely - Train Often .. DR

Yes indeed. Pilots need a way to see potential threats clearly and quickly. The Foreflight profile CIP/FIP-Turbulence view is conservative and it is the best I know of in this regard.. Fly Safely - Train Often .. DR

Great video as always. And particularly relevant for me as we were also at BFI yesterday in our M350 and we delayed our departure for Eugene until around 330 pm not because of ice but because of the CB’s over and south of the airport. Despite the CIP and the turbulence forecast the flight was smooth at FL190 with no ice on departure and only light ice descending into EUG. The forecasting tools are good but another important element yesterday were the PIREPS which were all for light ice at the most along our route. Profile view in FF is good but you also get an expanded view of the same in the “Vertical Cross Section” tab under briefings, no time slider but sometimes easier to view than the flight plan profile. Lastly I’m curious to know what your experience has been with negotiating a non-standard departure with ATC around a busy Class B like SEA, yesterday they would have given you the NRVNA1 departure from BFI, heading SE, and with all the air carrier flow I suspect it would have been very difficult to try and negotiate a climb to the NW while on an IFR flight plan, unless I was absolutely sure I could get that request granted, in my experience trying to do against the flow stuff rarely if ever works…and I second the previous commenter’s opinion about Windy, yet another very useful program.

Yes indeed! I always file for what I want and have firmly in mind the things I will accept. We did get the published departure as expected. The purpose of filing the route to the Northwest was to identify the route most likely to be ice free. Pireps are always helpful unless there are no pireps. The decision to depart is then based on all available information. It is important to remember that a report of light ice by a B737 defines an area to be avoided by boot equipped aircraft. We made the departure the next day as the weather began to improve. The CIP/FIP tends to be very conservative but my rule remains .. never more than light on the CIP/FIP. Fly Safely - Train Often .. DR

Good point. It’s also true that all pilots should know always enter the whole manual and with various methods using the box. Thanks for the comment. Fly Safely - Train Often .. DR

Hi Jonathan, The pilot must select the “SUSP’ context sensitive key. This helps prevent inadvertently flying the published MAP procedure when possibly an alternate procedure has been assigned. You can probably see from my video that there is plenty of time to accomplish this once you have your priorities in order.. Fly Safely - Train Often .. DR

At what point does the SUSP key show up on the PFD? Is it best procedure to come down to Minimums. Verify no field, hit TOGO, then NAV, then SUSP? Obviously with pitch up and clean up inside there.

After you overfly the MAP.. Fly Safely - Train Often .. DR

Thank you. You are correct. It is also true that we have to start somewhere. This is one of many examples of using the “explain show do iterate” method. This takes longer and it produces excellent long term results. By the end of the 7 day program this pilot owned it like a boss. Fly Safely - Train Often .. DR

Yes indeed.. Fly Safely - Train Often .. DR

Thank you for the kind words. When I was preparing for my first North Atlantic crossing I read and studied everything I could find, then I called Bill Cox. He graciously took my call and answered all of my questions. He is a good man. The Piper salesmen are very knowledgeable as well. They are all on my “go to” list. Fly Safely - Train Often .. DR

Always welcome.. Fly Safely - Train Often .. DR