Kevin Morisette, CFII
Flight Training
Private Pilot, Instrument Ratings, Commercial Pilot, Recurrency
Kevin Morisette is a Certified Flight Instructor providing
flight training in the greater Sacramento area. I provide primary training
as well as advanced instruction including instrument ratings or
commercial pilot training.
I have a professional "day job" and enjoy instructing part-time as it's a passion of mine.
Kevin Morisette is a Certified Flight Instructor providing flight training in the greater Sacramento area. I provide primary training as well as advanced instruction including instrument ratings or commercial pilot training. I have a professional "day job" and enjoy instructing part-time as it's a passion of mine.
Don't forget to check out the Frequently Asked Questions page for tips on taking flight lessons.
Advisory Circular 90-66B Updated
On March 13th the FAA updated Advisory Circular AC 90-66B that deals with operations at non-towered airports. One change to note is that it now reflects the same update as the Pilot's Handbook of Aeronautical Knowledge (PHAK) as seen in the image below:
This shows another acceptable method of entering the traffic pattern from the non-pattern side. The first method is shown in the first figure below: overflying the pattern at least 500 ft. above the traffic pattern altitude (TPA), clearing the traffic pattern before descending to TPA, and then doing a "teardrop" to enter on the 45 degree entry. The other method that they now show is crossing mid-field from the non-pattern side to the traffic pattern side and then joining the downwind while yielding to other traffic.
What procedure do you typically use, and what are your thoughts? Please comment below.
A couple of other things in this advisory circular to note:
This shows another acceptable method of entering the traffic pattern from the non-pattern side. The first method is shown in the first figure below: overflying the pattern at least 500 ft. above the traffic pattern altitude (TPA), clearing the traffic pattern before descending to TPA, and then doing a "teardrop" to enter on the 45 degree entry. The other method that they now show is crossing mid-field from the non-pattern side to the traffic pattern side and then joining the downwind while yielding to other traffic.
What procedure do you typically use, and what are your thoughts? Please comment below.
A couple of other things in this advisory circular to note:
- They do not recommend the phrasing "any traffic in the area, please advise" (the AIM advises against this as well)
- Not using the color of your aircraft as a replacement for your N-number/callsign
FAA discontinues DUATS (Direct User Access Terminal Service)
As of May 16th, the DUATS (Direct User Access Terminal Service) will be discontinued by the FAA. Leidos will continue to provide weather briefings and flight plan services at www.1800wxbrief.com.
For more information, see the FAA notice here.
For more information, see the FAA notice here.
FAA updates approach charts to list required equipment for PBN and conventional equipment
The FAA has released a Charting Notice on Feb 6th that applies to approach charts (Terminal Procedure Publications). It now lists the type of equipment on the top of the chart that is required for different segments of the approach.
For more information, see the FAA charting notice.
For more information, see the FAA charting notice.
Graphical Forecasts for Aviation & Cloud Tops
Last month the NOAA's Aviation Weather website retired the Area Forecast (FA) weather report. This report was filled with hard to read acronyms but contained valuable data such as cloud tops. Cloud tops can be very important if you are an instrument pilot that is looking to climb above the tops to clearer weather.
At the same time the Area Forecast was retired, they released Graphical Forecasts for Aviation which does contain cloud tops. Simply choose the "Forecast" button, "Clouds", and then "Tops" in the map view.
The Instrument Pilot Knowledge Test has also switched to questions regarding the Graphical Forecast, as can be seen in the Knowledge Test Supplement.
Instrument Procedures Handbook Updated
A new edition of the Instrument Procedures Handbook is now available. This is the companion book along with the FAA's Instrument Flying Handbook that delves more into IFR procedures.
From the book: "It expands and updates information contained in the FAA-H-8083-15B, Instrument Flying Handbook, and introduces advanced information for IFR operations. Instrument flight instructors, instrument pilots, and instrument students will also find this handbook a valuable resource since it is used as a reference for the Airline Transport Pilot and Instrument Knowledge Tests and for the Practical Test Standards."
Commercial Airmen Certification Standards Released
The Commercial ACS (Airmen Certification Standards) goes into effect June 12th and is now available on the FAA website for download. This replaces the previously used Practical Test Standards (PTS).
Commercial Airmen Certification Standards
Commercial Airmen Certification Standards
Cessna Cardinal 177RG now available at Lincoln Regional Airport
The Cessna Cardinal is a retractable gear aircraft with a 200 horsepower engine and a constant speed propeller. It's used primarily for transitioning to complex aircraft or commercial pilot training. It is equipped with a Garmin 430 WAAS GPS and MX-20 Multi-function display which is great for instrument training as well.
Ice Induced Stall Pilot Training Video
A very good video on Ice Induced Stalls from the FAA that was updated recently. The angle of attack at which an airfoil stalls can be lower when it is contaminated with ice, thus the pilot may not even hear a stall warning when the plane starts to stall at a lower airspeed than normal.
Also, extending flaps changes the downward airflow over the horizontal stabilizer, increasing the angle of attack. Recovery from a tail stall is opposite of a wing stall as you would need to pull back on the yoke.
Check out a few of our new articles:
Constant Speed Props
With a typical constant speed propeller the engine RPM is set by the propeller control lever in the cockpit which is connected to the propeller governor that is mounted on the engine. The governor along with the propeller hub can change the propeller blade pitch (the angle of the blade with the plane of rotation).
Continue reading...Logging time as a safety pilot
A common question that often comes up is how to log time while acting as a safety pilot for another pilot who is flying under the hood in simulated instrument conditions. First, in order to act as a safety pilot, you must possess at least a Private Pilot certificate, have a current third class medical, and have the appropriate category and class rating (ie: airplane single engine land). Continue reading...Instrument Rating Training
Looking to get instrument rated or are you already instrument rated and need a safety pilot to help maintain your proficiency? Contact me for further details or questions. Photos below were taken flying an instrument approach into Sacramento Mather Airport in a Cessna 182 with an instrument student.
Flying to Truckee and Lake Tahoe
The first photo is enroute to Truckee Tahoe (TRK) and the second was taken flying into South Lake Tahoe airport (KTVL) near Fallen Leaf Lake.
Clarification on logging instrument approaches for currency
Previously pilots would question whether they could log an instrument approach for currency if they broke out of IMC conditions while on different segments of an approach (ie: prior to the final approach fix). In a FAA InFO document, they clarify when you can actually log it for currency.
Here are some general guidelines from the document:
- "The pilot must be established on each required segment of the IAP to the minimum descent altitude (MDA) or decision altitude/decision height (DA/DH)" However, the missed approach segment is not required to be flown, although the FAA does recommend to practice flying the missed approach.
- If flying in simulated instrument conditions, you "must continue to MDA or DA/DH" under simulated instrument conditions.
- In actual instrument conditions, and you are still in actual conditions (IMC) when entering the final approach segment. If you transitioned to visual conditions prior to the final approach segment, you would not be able to log the approach for currency.
Sacramento Flight Training and Flight Instruction
Flying a cross country with one of my students there was low visibility on one side of the Sacramento valley with smoke from the fires in the foothills. One picture you can see the source of the fire and another is looking at the Sutter Buttes peaking up through a smoke layer. We were at 4,500 ft. at the time.
