Flight Time–Mutli-engine Flight #5

Today's flight was scheduled from 9:00 am to 1:00 pm. I arrived at the airport early, as usual. When Nick arrived, he signed my numbers, and we briefly discussed the plan for the day. Nick mentioned that the Instrument Proficiency Check (IPC) required ground discussion, so I said I would rather spend my time flying. The IPC would have to wait for another time. Instead, I told Nick that I wanted to fly into Orlando Executive.

I walked outside and started pre-flighting the plane. When I opened the cap on the right fuel tank, I was surprised to see that the fuel level was very low. The same was true for the left tank. Usually, the tanks are topped off after every flight. I went back inside and informed the dispatcher and was surprisingly told that I needed to call for fuel. Hmm, I thought that was the flight school's responsibility. As I walked back to the plane to get my phone, I saw the fuel truck fueling another plane. I walked up to and asked if he could top of the Duchess. He told me that he had to top off another plane first, then I'd be next.

When Nick came out, we discussed the plan. He had filed an instrument flight plan to Sanford and another instrument flight plan from Orlando back to Melbourne. After finishing the pre-flight, I started the engines and entered the flight plan into the GPS. Then I taxied to the north end of the field, did the run-up, copied my IFR clearance to Sanford, and requested taxi for IFR departure. While taxing to Runway 9L, we were informed by Ground that there was parachute activity nearby and that all operations were on hold until the jumpers were back on the ground. The controlled estimated that it would be ten minutes. We continued taxing towards the runway and were number four for departure.

Eventually the airport resumed operations. At this time, the one controller, who was simultaneously covering both Ground and Tower, had his hands full. He had to deal with impatient pilots both on the ground and in the air. While he worked his magic, we slowly inched our way to the runway. Finally, it was our turn to go. I took off to the east and started my climb to 2,000 feet. I was handed off to Orlando Approach, but before changing frequencies, Nick told the controller that he was doing a great job handling all the traffic. I'm sure the controller appreciated it. A little kindness can go a long way.

I pulled out my view-limiting device and we continued the flight to Sanford. Along the way, we were diverted off course to avoid traffic. As we approached Oviedo, I entered the clouds just long enough to record one tenth of an hour of actual instrument conditions. Approach vectored us around to join the final for the RNAV 9R approach to Sanford.

On the ground, Nick asked Tower if we could get VFR Flight Following to Orlando Executive. We were given a new transponder code and granted permission. I took off VFR and headed directly towards Orlando at my assigned altitude. We listened to the ATIS and Runway 7 was active. I contacted Tower and was told to enter the left downwind for Runway 7, following traffic, and that he would call our turn to base. On the downwind, I saw two jets and two small Cessnas waiting to depart. I expected a long, extended downwind leg, but Tower called our base sooner than expected and I had to quickly but purposefully configure the plane for landing. The landing was normal, and we taxied towards the FBO to prepare for our flight back to Melbourne.

I called Clearance Delivery to copy our IFR clearance to Melbourne. We expected to have to wait for it, but it was ready immediately. We pulled up the airport diagram to get an idea which taxiways to expect, then called Ground. We taxied back to Runway 7. I contacted Tower and was cleared for an immediate departure. Note to self: Don't call Tower unless you are really ready to go.

After departing, I once again put on my view-limiting device. I contacted approach and we were vectored away from Orlando. Before long, we were told to fly direct to the Initial Approach Fix of the RNAV 9L approach at Melbourne. I entered the approach in the GPS and pulled up the approach chart on Foreflight. I briefed the approach and dialed in all of the required frequencies and noted the headings that I'd need to turn to once on the approach. Once established on the approach, we were handed off to Tower. At 300 feet, I removed my view-limiting device and landed.

This flight completed my 10-hour block in the Duchess. I now have over 25 hours of multi-engine time in my logbook. I was hoping that I'd have my IPC at this time, but it is clear to me that I'm not fully competent with the communication aspect, and besides, I can work on that later. I was able to build my confidence in handling the complexities of a multi-engine plane and I got to log both simulated and actual instrument flight time. I was also able to add two more airports - Palm Beach International and Orlando Executive - to my Visited Airports map. I enjoyed my time flying with Nick in the Duchess.

The flight track is below.

Flight track to Sanford, Orlando, and Melbourne

Flight Time: 2.7 hours
Multi-engine time: 26.5 hours
Total Time: 603 hours