Yesterday I could finally do my CPL Flight Test! I finished the last one of 7 theory exams many weeks ago, but it took them a while and loads of insisting to assign a testing officer to me.
The day was hectic, windy and scattered or broken clouds all over the place. I planned one route but I really ended up planning diversions in-flight depending on where we saw clouds and where we thought we could get through. The test isn't really that hard, it's just like the PPL flight test just that you have less margin for error and you have to treat the officer as a passenger, explaining things, briefing him on how to proceed in an emergency, making him confortable, etc.
The examination included departure from YSBK Bankstown, circuits at YSCN Camden, Precautionary search and langding near Mittagong, low level flying to YKAT Katoomba, VOR tracking to BIK Bindook, lost procedure, simulated engine failures, steep turns, stalls, ammending flight plan over VHF radio with ATC. We didn't really get very far from Bankstown due to the miserable weather conditioins, but we still got through the whole requirements on the list.
Even though I'm a bit late progressing through the course, I'm the second one in my batch that has obtained a CPL license. I was the first one when I obtained the PPL but between then and now one guy overtook me!
Yesterday I can assure you I was the happiest man on earth! Everyone at school kept coming to me wondering how it went and congratulating me, even so many people I don't know (apparently EVERYONE at school knows me...)
Twin engine and IFR flying
A few weeks ago I did my first flight in a twin engine airplane with Luke. It took me about two hours to complete an endorsement questionnaire with aircraft-specific questions for the BEECHCRAFT DUCHESS BE76 before the flight. 2 x 6L engines with 180HP each, 150kt cruise speed (280Km/h)!
I have already read a whole book about twin engine flying. The main difference, apart from that every handle, lever or indicator is present twice, is that the pilot needs extended training on asymmetric performance. This means that if one engine fails, the whole aircraft will yaw and roll to one side, and the pilot will lose control if no action is taken immediately to restore a certain performance and attitude. Flying on one engine, although not an apparent problem once restored level flight in cruise, presents the issue of a higher fuel consumption and lower speed, which can lead to a necessary diversion from the final destination to a nearer aerodrome.
This aircraft also has retractable undercarriage, which is great but requires an extra bit of discipline by the pilot as "forgetting" to put down the gear before landing can have catastrophic consequences. Special training is required to cover the possibility of a failure in the extension/retraction system. Plan B includes a series of checks and "manual" extension of the gear.
I have done 2 flying lessons in the training area and one lesson in flying circuits. The last pending lesson is practicing engine failures in the circuit, but Luke is not yet allowed to teach that one.
Here are photos of the Duchess, also listed in the Endorsements page.
Tuesday 21st July 2009
IFR Instrument Flight Rules
In the past 4 weeks I have been doing many hours in the simulator. My instructors are Luke and Matt. Luke is also my flight instructor and Matt is a Qantas pilot (he is 2nd officer in the A380) who helps out giving instrument flying lessons on the sim (note that every time I mention simulator/sim I mean "synthetic flight trainer" which is the official name).
NDB holding, VOR holding, NDB approach, VOR approach, ILS approach, LOC/DME approach, DME arcs... Everything is so exciting! It's so cool that I can even practice all this at home in Microsoft Flight Simulator, which has the same airplane and all Australian airports and navaids on it. It's amazing, all frequencies and numbers match with real life, I can use the real Jeppesen approach charts and frequencies to practice in flight simulator.
Each of the items are first practiced without wind and then with wind, and when you are confident with the procedure in the simulator you are ready to try it out in real life in the BE76.
That is, in theory. I have now been without flying the BE76 for 6 weeks, the last time I flew was the training area flight on the 6th of june. Every time I turn up for a flight all three planes are in maintenance for one or another reason. This school really has more students than they can afford for the number of available airplanes and instructors. Today I turned up for IFR NAV1 to find out that the airplane we were supposed to be flying (the only one that's not being fixed in maintenance because some moran landed with the gear up) was in Bathurst with a broken starter motor on one engine.
Patience is the mother of science, as we say in Spain.
Commercial Pilot looking for job in Australian GA!
Since I have started looking for a job and sending out a few Curriculums to aviation companies, I thought I'd create a webpage specifically with information about my flying and my aviation carreer, without much information about my personal life. If you're interested, you can visit www.ministryofthesky.com
Tuesday 25th July 2009
In the 'jumpseat'
Last Thursday I did IFR Nav1, my first IFR flight.
IFR, Instrument Flight Rules, means that you are flying an airplane relying on the instruments and radionavigation aids, and not by outside visual reference. This allows you to fly in any type of weather, with bad visibility, inside clouds, ontop of a layer of clouds, at night. ATC (air traffic control) and ATS (air traffic service) is always aware of your position and height and provides you with instructions or information about other traffic to avoid collision.
IFR not only involves en-route navigation but also instument approaches to aerodromes/airports. You can do an instrument approach and be on a descent, lined up with the runway, and not see anything until as late as 300ft above ground! There are several types of non-precision approaches, NDB, VOR, DME, GNSS, LOC, LLZ and precision approaches, ILS (Instrument Landing System).
On my first IFR navigation exercise I practiced an NDB approach to Wollongong, a VOR approach to Mudgee and an ILS approach to Richmond. The weather was excitingly bad for that kind of flight, as I flew inside cloud for the first time in my life...
My instructor MQ (who is not my usual instructor) said I did really well and that I would definetely get through my Instrument Rating =D
Today I was allowed to backseat my mate's Nav1, so while he was doing the same flight I did on Thursday, I sat in the back seats of the airplane and could enjoy the views for 3.5 hours. It was nice weather so he was wearing a hood to aviod him seeing outside and simulate IMC, instrument meteorological conditions. It was really nice, as I'm not even used anymore to enjoying a flight without having to worry about 700 things at the same time! I did photos and even recorded video (below), it was great.Basair Australia Aviation College Basair
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