tag:blogger.com,1999:blog-56970873472438690522024-03-13T07:56:48.810+00:00Future Airline PilotFrom occasional passenger to airline pilot for a major British airline - I hope! It should be quite an adventure, please come along for the ride...Unknownnoreply@blogger.comBlogger46125tag:blogger.com,1999:blog-5697087347243869052.post-90921399515089780412014-07-28T20:46:00.001+01:002014-07-28T20:46:19.975+01:00Base training complete... passengers tomorrow... goodbye!<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8dcRdIxAMpLcl6ZIuoyFg3Yv1XyC8Fw46ezDMrhom0G9UVM-lKuxL2Qg0D70tjsaQ4TIHeqDkt-KCgt48lQLCdpSz7DsHafUbKF2ijKA8qm-pT_cgQJe16TiRMZrOmqRJX1uEYQv415k/s1600/google+earth.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8dcRdIxAMpLcl6ZIuoyFg3Yv1XyC8Fw46ezDMrhom0G9UVM-lKuxL2Qg0D70tjsaQ4TIHeqDkt-KCgt48lQLCdpSz7DsHafUbKF2ijKA8qm-pT_cgQJe16TiRMZrOmqRJX1uEYQv415k/s1600/google+earth.jpg" height="227" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Neat and tidy circuits (not mine sadly) but a bit larger than usual.</td></tr>
</tbody></table>
<h3>
Base training </h3>
<br />
We have just returned from a quiet airport in the middle of France, where we spent the weekend flying circuits.<br />
<br />
Nothing unusual about that for a trainee pilot, but these circuits were flown not in a little Cessna or a Warrior, but in a company Airbus A320. <br />
<br />
Trusted with sixty-odd tons of extremely valuable aircraft we proceeded to fly it around and around, about 50 landings between us, until we had all reached the required standard.<br />
<br />
The poor thing worked its socks off with a full-power take off every seven or eight minutes and touch downs varying from the excellent to the rather firm.<br />
<br />
I hate to even guess at the costs and fuel used, best not to think too hard about that! Base training is a rather special one-off experience that every airline pilot goes through just once in their career.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFCWdacAYPhky9VXubTTgQLr4KHEiZJ_a-rYHTZDtdeIGBwCTN-2sdcZsS7MlPZG-_C73MTT1mBxRWfxhI-z_A-dS9GDPe2R7X0mr33wNpd4YVkOPeS2hNjBrt0abRozlGdqsxHZrzStQ/s1600/10448569_10154324798215012_7479602517375714823_o.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFCWdacAYPhky9VXubTTgQLr4KHEiZJ_a-rYHTZDtdeIGBwCTN-2sdcZsS7MlPZG-_C73MTT1mBxRWfxhI-z_A-dS9GDPe2R7X0mr33wNpd4YVkOPeS2hNjBrt0abRozlGdqsxHZrzStQ/s1600/10448569_10154324798215012_7479602517375714823_o.jpg" height="305" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The obligatory cheesy photo</td></tr>
</tbody></table>
<br />
<br />
A quick trip to Aviation House at Gatwick Airport this morning with all the reams of paperwork, and I now have the A320 type rating on my licence. Legally, I am fully qualified as a first officer (co-pilot) to carry passengers on the whole A320 family from the baby 318 to the super stretch 321.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUqlIScJ7xVGbpbObE3Ns_fXecHgtUGnfW2kUCwaaDkAPE12UB_f36ErLq9AjUIb4VnpJgKwEMncrKftDGKmHwtLXGf9FcNu2wi4-sH1yXn4Tl3dJb29mWgkKIzxDo7Qj1hmz9hwbXD44/s1600/320fam.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUqlIScJ7xVGbpbObE3Ns_fXecHgtUGnfW2kUCwaaDkAPE12UB_f36ErLq9AjUIb4VnpJgKwEMncrKftDGKmHwtLXGf9FcNu2wi4-sH1yXn4Tl3dJb29mWgkKIzxDo7Qj1hmz9hwbXD44/s1600/320fam.jpg" height="200" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The four members of the A320 family</td></tr>
</tbody></table>
Practically though, the training continues. Just because I can legally fly, it does not mean I have must of a grasp of what the job is really like nor much experience. This is where line training comes in.<br />
<br />
For the next 40 or 50 flights, I will be operating on actual routes with actual passengers on board, which is a scary and humbling thought. Keeping an eye on my progress will be an experienced training captain, and for the first few trips a safety pilot will come along too. This is largely to step in should be captain become incapacitated. Nobody would want someone as new as me going it alone on the flight deck just yet, me included!<br />
<br />
There is no hanging around, my first trip starts tomorrow. It's a busy two-day trip with six flights, four of which are quite short and hectic. It just so happens that we fly the 319, 320 and 321 on the same trip as well as visiting some fairly tricky airports (I will refrain from telling you where) In at the deep end...<br />
<br />
<h3>
Epilogue </h3>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEit6V1zl7losjV-Sn6ugUXekvtJ2gxHDTAGwRNeB89sb8zauU-L_QtIpjfbT0Smg9LFS1Zk5rUPBaFfAwYF3uTeIiWOIOtoyRNtRvgA6BsPMyv-adxJSknpcWLi7IGeqvXu_kqb0Qwt35s/s1600/tail.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEit6V1zl7losjV-Sn6ugUXekvtJ2gxHDTAGwRNeB89sb8zauU-L_QtIpjfbT0Smg9LFS1Zk5rUPBaFfAwYF3uTeIiWOIOtoyRNtRvgA6BsPMyv-adxJSknpcWLi7IGeqvXu_kqb0Qwt35s/s1600/tail.jpg" height="150" width="200" /></a></div>
And so, "Future Airline Pilot" is no longer an appropriate name for this blog, and "Current Airline Pilot" does not have much of a ring to it. The dream has become real and this story is at an end.<br />
<br />
The last almost-two-years have been quite an adventure. A great deal of hard work has gone in as well a scary financial investment. I have come out of it with not just a licence but a whole new career, expanded horizons and lots of new friends.<br />
<br />
A huge thank you to everyone who has supported me throughout morally, emotionally, factually and financially. Without my wonderful wife, family and friends I would not be where I am now looking forward to a quite different future.<br />
<br />
Thank you for reading. <br />
<br />
Onward and upward....<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBN_tJnZ-BqsZj_Ug6fC1KLOYRNww7QeHiuCNYGukgHj0Me1DovnY-fTua4Fm7iMuE9mXwVZ8VHJwLoS0ArZBifRcye9GSa8n6qGulUT52CdDop2xzAQGr0kxt3qUK1OIXlKy7nB7SRhw/s1600/goodbye.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBN_tJnZ-BqsZj_Ug6fC1KLOYRNww7QeHiuCNYGukgHj0Me1DovnY-fTua4Fm7iMuE9mXwVZ8VHJwLoS0ArZBifRcye9GSa8n6qGulUT52CdDop2xzAQGr0kxt3qUK1OIXlKy7nB7SRhw/s1600/goodbye.jpg" height="456" width="640" /></a></div>
<br />
Goodbye.<br />
<br />
<br />
<i>PS. Friends and family only: if you have a smartphone or tablet computer, you can download the </i>Roster Buster Friends & Family<i> app and follow where in the world I am and see my roster for the next month or so. Install the app then use either your facebook account or my mobile number to connect with me. Here are the links for the <a href="https://itunes.apple.com/gb/app/roster-buster-friends-family/id722924170?mt=8" target="_blank">ipad/iphone </a>and for <a href="https://play.google.com/store/apps/details?id=com.rosterbuster&hl=en" target="_blank">Android</a>. </i><br />
<br />
<br />
<br />
<br />Unknownnoreply@blogger.com6tag:blogger.com,1999:blog-5697087347243869052.post-59436375888177253482014-07-08T15:21:00.002+01:002014-07-08T17:41:04.326+01:00Type rating part III'm writing this entry with about half my brain switched on, after
waking up at 4.30am and reporting at Heathrow at 6am for a four-hour
Operator Proficiency Check in the simulator. As the title suggests I am
now working for an airline as a first officer complete with uniform,
salary (finally!) and <i>almost</i> all the training completed.<br />
<br />
The
six weeks since my last post and we have been kept so busy I have not
had the time or energy to write anything up. Yet despite the lack of
updates, this blog has now been read over 50,000 times, a frighteningly
large figure which I can only attribute to continuing public fascination
with aviation rather than any skill on my part. I feel I owe my readers
an quick insight at the very least.<br />
<br />
<h3>
Type rating part II</h3>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj27IRGeYI2Va4PU9Syy8DbDsNvj3AXmcEuBwWlcb0JT9vBVQB8iirUe2juHI73vZjadIqPExzr5TPzDcv30Q_KTc6liE83SFBE6vo1MbQDvWt7B0anbCrZ3YS9IqbwjqkhlblFNCpzthg/s1600/aaaa.jpg" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj27IRGeYI2Va4PU9Syy8DbDsNvj3AXmcEuBwWlcb0JT9vBVQB8iirUe2juHI73vZjadIqPExzr5TPzDcv30Q_KTc6liE83SFBE6vo1MbQDvWt7B0anbCrZ3YS9IqbwjqkhlblFNCpzthg/s1600/aaaa.jpg" height="238" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">One of CTC's Airbus simulators outside...</td></tr>
</tbody></table>
The simulator phase of our type rating course in
Southampton went smoothly thanks in no small part to the hard work of my
flying buddy. Each detail is an action-packed four hour lesson with an
hour and a half briefing and an hour debriefing, plus homework.<br />
<br />
As
simulator time is expensive a lot of material is crammed in to each
lesson. As well as covering all the items necessary for the generic type
rating test at the end of the course, the syllabus includes training
for low visibility procedures and British Airways operating procedures
and call-outs.<br />
<br />
Thankfully we didn't find the Airbus a difficult aircraft to <i>fly</i>,
at least in terms of manual handling. The clever fly-by-wire
architecture and control laws means the aircraft will magically hold the
flight path you have set once the stick is released and only tiny
inputs are needed to keep it on track. It trims automatically so there
are no control loads, and the instrumentation is superb both enabling
and encouraging very accurate flying.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQZgWmCpf7u7PDDYgkj7MzcdWN3QlwDutyYz4Ys6Aky9OKLB9BPRy1cIB8gkDCLHd10xUQVHoUJPzOLa1hsnPRWK3ihu_th9AJt7KjMivcQrPHBqkTQbUA4ONlb0iyBtNPUIPVVVkMKfo/s1600/aaaaaa.jpg" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQZgWmCpf7u7PDDYgkj7MzcdWN3QlwDutyYz4Ys6Aky9OKLB9BPRy1cIB8gkDCLHd10xUQVHoUJPzOLa1hsnPRWK3ihu_th9AJt7KjMivcQrPHBqkTQbUA4ONlb0iyBtNPUIPVVVkMKfo/s1600/aaaaaa.jpg" height="213" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">...and inside.</td></tr>
</tbody></table>
But really the line pilot's job involves very little manual flying and a lot of aircraft management. <i>Managing </i>the Airbus is not so easy.<br />
<br />
A
simple aircraft only has one level of control — manual flying. Large
and more complex machines will generally have two — manual and
automatic, where basic data like heading and altitude can be set on some
sort of autopilot.<br />
<br />
The Airbus has three different levels of control.
Manual, selected (like a conventional autopilot) and managed, which is
more of a strategic long-term control level.<br />
<br />
Managed
control is mostly set up before take-off and gives the aircraft some
autonomy to select speeds and calculate descent points in the interests
of economy. It makes life easy for the pilots while everything is going
to plan, but when things change reprogramming can be complex and
distracting. Using the right level of control at the right time is key,
in fact Airbus call it a 'golden rule'.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpM8zu-QwWbFK0k9ZGFVTexf936WoMgRO6Uf2YGia_fVDEg009M3HLADL249XzuWQIr1Jn0-PKEFWSOFqXZTTiAEQZ25ux4LZhZTsicdx80Y9JPkQ8QdoKHu2yz_9pNgUWx0viCqa9oeQ/s1600/a.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpM8zu-QwWbFK0k9ZGFVTexf936WoMgRO6Uf2YGia_fVDEg009M3HLADL249XzuWQIr1Jn0-PKEFWSOFqXZTTiAEQZ25ux4LZhZTsicdx80Y9JPkQ8QdoKHu2yz_9pNgUWx0viCqa9oeQ/s1600/a.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sorry. Pilot joke.</td></tr>
</tbody></table>
The type rating
is focussed much more on abnormal and emergency situations than
day-to-day flying. On the Airbus, most but not all of these events are
dealt with with help from the aircraft's own Electronic Centralised Aircraft Monitor (ECAM) which prompts which steps are required to deal
with the situation.<br />
<br />
But some situations require a quick
response from memory, some are not detected by the ECAM and others are
done with reference to the paper manual instead. Again it's a complex
system designed to make the job easier, which mostly succeeds but also
causes a lot of complex repercussions. In fact that last sentence, in a
nutshell is my summary of the Airbus!<br />
<br />
We had twelve
four-hour simulator sessions covering everything from manual flying to
low visibility operations, non-precision approaches to engine fires,
pilot incapacitation to single engine landings. Finally, it was time for
the dreaded licence skill test.<br />
<br />
We had a pretty good
idea of what to expect... a lot of engine failures both before and after
take-off, various other faults and emergency situations, and lots of
single engine flying, approaches and landings, all presented in a
line-flying scenario. Very similar in fact to the <a href="http://futureairlinepilot.blogspot.co.uk/2014_03_01_archive.html" target="_blank">instrument rating test</a>,
only in a very different machine and with two pilots. Although both my
buddy and I had to re-fly one or two bits of the test twice to satisfy the
examiner, we both passed first time and headed home mentally exhausted
to sleep for about a week.<br />
<br />
<h3>
Induction</h3>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvvJ2Yot1RZ1xVjevqup3OURzdG9PldSZi_ZBBJEzEF3Zj7QzJ0D4VtuV2jCgfQ4Hpp7IFi8caqBbRlNgETr2CAv1QKQmPIEABg-_qf6nA4RnDzCm9Nn1B8eapUGLe361A6bICBWJr0hg/s1600/20140701_105704.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvvJ2Yot1RZ1xVjevqup3OURzdG9PldSZi_ZBBJEzEF3Zj7QzJ0D4VtuV2jCgfQ4Hpp7IFi8caqBbRlNgETr2CAv1QKQmPIEABg-_qf6nA4RnDzCm9Nn1B8eapUGLe361A6bICBWJr0hg/s1600/20140701_105704.jpg" height="400" width="312" /></a></div>
After
the intensity of the type rating training, the induction period was a
welcome break in the form of relatively low intensity office hours
activity. Lots and lots of admin, of course, and lots and lots of new
names and faces.<br />
<br />
We toured around the operation department
and terminal 5, collected uniforms, listened to presentations and were
generally made to feel very welcome in our new workplace.<br />
<br />
Those of you that watched BBC's recent series <a href="http://www.bbc.co.uk/programmes/p01yyh99" target="_blank"><i>A Very British Airline</i></a>
will have some idea of what came next — just like the cabin crew, we
had to train in emergency medical care, learn about all the emergency
equipment on board and how to use it, how to fight fire, security
briefings, how to safely operate the doors and so on. Though we had only
four days to complete everything. And, it almost goes with out saying,
sit more exams.<br />
<br />
There was a visit to a local swimming
pool to practice donning life jackets in the water, lifesaving
techniques and climbing into a life raft unaided. And yes, there were
the obligatory emergency slide descents, cue cheesy picture. Fancy
actually being paid to jump down slides for the afternoon... almost as
good as being paid to fly!<br />
<br />
<h3>
Conversion course</h3>
<br />
But
the easy life did not last long, as next up was the conversion course.
Five days of back-to-back simulator details designed to consolidate our
flying to company procedures, allow the training staff to evaluate us
and complete the operator's proficiency check I mentioned earlier.<br />
<br />
Our
first flying test in a professional capacity, the check is a regulatory
requirement that we can look forward to every six months for the rest
of our flying careers. Happily it went well enough, given the lack of
sleep, another tick in another box!<br />
<br />
But anyway I must
go and get some rest as it is a 6am report again tomorrow... next time I
post I will have something very exciting to tell you about. Base
training day, a once-in-a-career event and the first time we will get
our hands on a real jet. Until then.Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-715581556097119742014-05-27T23:14:00.000+01:002014-05-27T23:14:50.271+01:00Type rating part IOnward and upward! I'm a few steps closer to the real thing this week; firstly I received through the post a little blue plastic wallet containing that magic piece of paper from the Civil Aviation Authority.<br />
<br />
Formally, it is a commercial pilot's licence with multi engine and instrument ratings. Informally it is called a 'frozen ATPL', and is basically a licence to act as a first officer on passenger-carrying flights.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV1BaySEEUUvIgPnD4e-SxNCUOfMbzw0Oon_BACrO4ADDWe4ieQ9xaP4HgvwdEc_YiN5sJ0kM5Y2rqF0feRRrp2-gII4vLxkJ2Y1PS6xyGpop3Gr628YyNRKcsdAukgRiLpsoR11EvvRs/s1600/aaaa.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV1BaySEEUUvIgPnD4e-SxNCUOfMbzw0Oon_BACrO4ADDWe4ieQ9xaP4HgvwdEc_YiN5sJ0kM5Y2rqF0feRRrp2-gII4vLxkJ2Y1PS6xyGpop3Gr628YyNRKcsdAukgRiLpsoR11EvvRs/s1600/aaaa.jpg" height="252" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">One of CTC's Airbus simulators. We'll be on these next week.</td></tr>
</tbody></table>
Secondly, three friends and I have just completed the type rating ground school and sat and passed what should be our last formal written exam — the type rating technical exam. This was 120 question exam on the minutiae of the Airbus A320.<br />
<br />
Next week we move on to the flight phase of the type rating in some very fancy new full-motion simulators. You can actually take a look around these machines yourself, thanks to a recent visit by <a href="https://maps.google.co.uk/maps?hl=en&ll=50.938588,-1.480708&spn=0.00595,0.012896&sll=50.938606,-1.480860&layer=c&cid=9404729699940741439&panoid=HtP7GnHb5UMAAAQJOJ8Vzw&cbp=13,152.65,,0,17.11&gl=GB&t=h&z=17&cbll=50.938567,-1.480701" target="_blank">Google Streetview</a>. Pretty impressive I think you will agree.<br />
<br />
<h3>
"If it's not Boeing, I'm not going"</h3>
<br />
For years there has been something of a rivalry between pilots that like Airbus and those that prefer Boeing. From the outside perspective this seemed to make little sense as there's really isn't a lot to differentiate them visually.<br />
<br />
Our (admittedly limited) training on the Boeing 737-400 simulators didn't really shed much light on the mystery either. We had a lot to learn in adapting from our simple light twins to the 737 but fundamentally it flew and felt fairly similar, that is like a conventional mechanically controlled aircraft.<br />
<br />
Boeing have moved on a long way from the 737-400 of course, and the tools to help the pilots to fly safely and efficiently are incredibly good, even going as far as heads-up displays on the 787. Fundamentally though it is a conventional aircraft that is flown in a fairly hands-on way to which has been added lots of clever extras.<br />
<br />
Airbus, I'm starting to realise, have taken an entirely different philosophy to their design. Rather than asking "how can we help the pilots to do their job?" they ask "how can we stop the pilots from making mistakes?" <br />
<br />
Central to the Airbus is the fly-by-wire concept. No longer are the pilots' controls connected to the elevators, ailerons and so on with cables and levers. The <i>only</i> connections are electronic ones through the many and varied flight computers.<br />
<br />
This ability to intervene between what the pilot commands and what the plane actually does fundamentally changes the way the plane is flown. The pilots do not have to worry about overspeeding, stalling, over banking or over stressing the airframe because the aircraft will to prevent it happening*. A lot of the tricky secondary effects of the controls are cleverly eliminated, making it far easier to hand-fly.<br />
<br />
On the face of it this seems to take control away from the pilots whose job is to control the aircraft. The buck, after all, stops with the captain. But in fact it gives pilots the ability to respond quickly and aggressively when the situation demands without fear of losing control or breaking anything. It's safer.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUm_hXoNmFpEHTr80mnMzE2SBjbmsTZyGbFQ5RZq-Z6oHFWjP1sLqQKl97VeAQrUAbudslxmcbyByH9iPd2o4ZwwsgsCk34AGt1hJ2K_zzqRtR_p7oTqKZjVbEsAJk1dWQN2JuNinAEQQ/s1600/fcu.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUm_hXoNmFpEHTr80mnMzE2SBjbmsTZyGbFQ5RZq-Z6oHFWjP1sLqQKl97VeAQrUAbudslxmcbyByH9iPd2o4ZwwsgsCk34AGt1hJ2K_zzqRtR_p7oTqKZjVbEsAJk1dWQN2JuNinAEQQ/s1600/fcu.jpg" height="146" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The 'glareshield' panel contains the commonly used controls for<br />
both controlling the autopilot and manipulating the navigation displays</td></tr>
</tbody></table>
But the design philosophy goes much deeper than that. The cockpit layout reflects what pilots actually require most of the time — that is clear, unambiguous information on the state of the aircraft while it is flying automatically and quick access to the key controls.<br />
<br />
Line pilots spend hardly any time flying manually, so the control columns are smaller and positioned out of the way. There are two computer interfaces, the <i>glareshield </i>(above) for short-term control inputs located right in the centre and unit with a screen and keyboard for longer term planning and navigation affectionately known as the <i>McDoo</i> down below.<br />
<br />
Two basic principles ensure the pilots are not dazzled with a messy array of lights and gauges; <i>1.</i> if a system is normal, it will be 'lights out', and <i>2.</i> almost everything you need to know or touch is right in front of you.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" center="" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;" text-align:=""><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6PhgWM8dIn0pYrwVLNddrQFUP61qDcYXZ3N_2w9rn8kVEUgU08G5_yWShjVE4cOgG8wLhsyH5klCZM8kvtnv3P0quZyQE91hVHq8U5CLcVjloISRb6V8ygp_nxCVoy3_9VMR9V4MFAo4/s1600/pfd.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj6PhgWM8dIn0pYrwVLNddrQFUP61qDcYXZ3N_2w9rn8kVEUgU08G5_yWShjVE4cOgG8wLhsyH5klCZM8kvtnv3P0quZyQE91hVHq8U5CLcVjloISRb6V8ygp_nxCVoy3_9VMR9V4MFAo4/s1600/pfd.jpg" height="183" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">More key information is shown on two small screens that the multitude of gauges and <br />
dials on older aircraft.</td></tr>
</tbody></table>
Four flat screen displays replace all conventional instruments. One (on the right in the picture) tells you everything about the way the aircraft is flying; attitude, speed, altitude, height, heading, track, autopilot and auto thrust modes and much more, presented in a very neat format.<br />
<br />
<br />
On the left is the navigation display. Finally, a proper moving map display such as car drivers have been enjoying for years! Again it is well thought out and can combine all sorts of data including weather radar, terrain, airports, approach procedures, you name it.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEit1ZbTwaXzvQ6OGHkIcfvvTGbJn8gK-dY2EhieaUWhyOAkDFu5pHxsDJkmPhbVe6aFqdiGd6lzh9Wun0nCQykRJi_LYzdVx8bZx0owLqZmw6u0KotfXatKCzCcesK4Tit5sT1rgPdV7t0/s1600/ecam-warn-engfire.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEit1ZbTwaXzvQ6OGHkIcfvvTGbJn8gK-dY2EhieaUWhyOAkDFu5pHxsDJkmPhbVe6aFqdiGd6lzh9Wun0nCQykRJi_LYzdVx8bZx0owLqZmw6u0KotfXatKCzCcesK4Tit5sT1rgPdV7t0/s1600/ecam-warn-engfire.jpg" height="320" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">When things go wrong, 'Fifi' won't just bombard you with<br />
alarms, she will actually help you fix the problem...</td></tr>
</tbody></table>
On the centre console, the third and forth screens contains all the engine and system information, plus an area that gives details of the state of certain aircraft systems (only the ones you need to know about!) and where any faults will appear. Not only will it tell you what has failed, it will also tell you what to do about it, and in what order. No more scrabbling about in reference books to find the right page.<br />
<br />
This aircraft will help out the pilots in all sorts of clever ways. Anything that could possibly be automated has been; eliminating a large amount of error-prone switch bashing and mental arithmetic. Yet careful thought has been given to how this automation can be overridden if required, and the consequences of one system on another in all sorts of situations.<br />
<br />
It's not perfect of course. Already I can see that the manuals are a bit of a linguistic mess and the obsession with acronyms has got way out of hand. With so much automation, you have to work much harder on <i>situational awareness</i> (knowing where you are, where you are going and where you should be). And the lack of any movement or force feed-back on the primary flying controls is going to take some getting used to.<br />
<br />
My initial impression is the Airbus is a very complex aircraft to really understand — its
logic is full of 'what if' situations and deeply nested trees of causes
and effects — but hopefully a safe and an easy one to fly.<br />
<br />
I'm not going to have to wait long to find out.<br />
<br />
<br />
<span style="font-size: x-small;"><i>* When it is operating normally. If enough systems fail it will revert to a simpler mode, in other words it becomes like a conventional aeroplane again.</i></span>Unknownnoreply@blogger.com4tag:blogger.com,1999:blog-5697087347243869052.post-27907522046319234402014-04-15T10:52:00.000+01:002014-04-15T10:52:54.359+01:00I'm there!I've done it! We completed our line evaluation check ride on the 737 simulator yesterday, passed, filled in a heap of paper work and that is it, I am a qualified airline pilot at last!<br />
<br />
Admittedly, there is one slight snag as I'm not yet qualified to fly any particular aeroplane, that is the next stage of my training. Known as a type rating, it consists of six weeks of ground school and simulator work to learn every detail about, in my case, the Airbus A320 family.<br />
<br />
The check ride was a short trip from Heathrow to Manchester and back. I was pilot flying for the first leg, while my buddy flew the return trip. On both trip there were three 'events', ranging from minor technical breakdowns to smoke obscuring the runway to the airport's instrument landing system failing. <br />
<br />
Heathrow to Manchester in a 737 is a very short trip, in fact as soon as you have finished climbing it is time to descend again. When we first tried it a few weeks ago, the instructor had to freeze our position as we bumbled through the required checklists and briefings. This time we were able to complete all the necessary tasks and deal with the 'events' in real time without rushing — it is amazing how quickly we have improved.<br />
<br />
We were far from perfect of course — this is why when we start the job we will be flying with very experienced captains not other cadets. But I was very happy with our trips and delighted to have finished the course at Oxford.<br />
<br />
<h3>
Land grab</h3>
<br />
In the UK, nobody really owns beaches. There are there for everyone to enjoy. Sometimes, for safety reasons they are divided up into sections, perhaps one part for the swimmers, one for the surfers and so on. Some areas will have life guards watching over them and others you take your chances.<br />
<br />
Airspace is very similar. Nobody owns the airspace above our heads and it is there for anyone to use. Clearly it is not a complete free-for-all, and for safety reasons some if it is controlled airspace with restrictions on it usage. In some of it, pilots can receive a radar service, much like a life guard watching over you and preventing accidents.<br />
<br />
The details of controlled airspace vary, but the basic idea is to protect aircraft on busy commercial routes from coming into conflict with any other aircraft. As I see it, it is purely a safety issue.<br />
<br />
To fly in controlled airspace, a pilot generally needs prior permission, current ATC clearance, constant two-way radio communication, usually a radar transponder system and often specialised instrument-flying equipment and training. This means that most light aircraft are generally unable or unwilling to enter controlled airspace, while gliders, balloons, microlights etc are excluded.<br />
<br />
The tricky job of balancing the needs of commercial aviation for controlled airspace and everyone else for somewhere to fly falls to the Civil Aviation Authority. Although often seen as stuffy and bureaucratic, they genuinely do try to do their best to satisfy everyone.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGtbW7EOtBYZWkTmfVcwwjL_IXIHLk1kMf00-yQBjRkER1iNLllwhEnOEzS4Gg2GO1Hh2LY8DrZSe1BDtFcbR45pvzWDmub_fykDMOI2jn_s7vv1ERx2oODEY792Fc0PHvzhs0uY5OG3g/s1600/Farnborough+best+chart.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGtbW7EOtBYZWkTmfVcwwjL_IXIHLk1kMf00-yQBjRkER1iNLllwhEnOEzS4Gg2GO1Hh2LY8DrZSe1BDtFcbR45pvzWDmub_fykDMOI2jn_s7vv1ERx2oODEY792Fc0PHvzhs0uY5OG3g/s1600/Farnborough+best+chart.jpg" height="400" width="340" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">TAG's attempted airspace grab</td></tr>
</tbody></table>
So why do I mention all this? Because there is a massive attempted land grab (or should I say air grab) going on right now. The new owners of Farnborough airfield, TAG, have applied for a truly massive amount of controlled airspace. Just have a look at the picture.<br />
<br />
TAG are not a commercial airline that provides a service to the general population, they specialise in transporting wealthy executives and VIPs in private jets. They have perhaps two or three paying passengers per day, yet they are asking for their own controlled airspace that rivals Heathrow in size and exceeds it in complexity.<br />
<br />
Should this application be approved, it would be a disaster for general aviation. There are several airfields below or actually inside the proposed airspace that would likely go out of business. There are several more gliding clubs that would shut down. <br />
<br />
The large area of insanely complex airspace is frankly frightening to the ordinary pilot (airspace busts are taken very seriously). No one will want to fly anywhere near it, with the result that all the light traffic will be concentrated into corridors around the edge, significantly endangering their safety. Meanwhile the large volume of controlled airspace will lie unused almost all of the time, some of it permanently empty.<br />
<br />
Even more worryingly, it could set a precedent. Smaller commercial airports such as Cambridge, Coventry and Oxford have been operating happily for years without controlled airspace protecting their instrument approaches. If TAG get their way, then airports like this will soon be making similar bids. Uncontrolled airspace will become squeezed more and more. <br />
<br />
Imagine if a private company tried to lay claim to all the beaches between Southampton and Brighton that they didn't even own and close them to everyone but a handful of super-wealthy people. There would be public outcry.<br />
<br />
This is no different. There is no benefit to anyone but TAG. There is no safety argument. It will cripple non-commercial aviation in the area. It is completely disproportionate and unfair.<br />
<br />
<i>Please </i>help to prevent this crazy plan going ahead. All you need to do is spend a few minutes contributing to the <a href="http://www.consultation.tagfarnborough.com/consultation-document/" target="_blank">consultation document</a> (parts B to E) before it closes on 6 May. For more information, the British Gliding Association has written a <a href="http://www.gliding.co.uk/bgainfo/airspace/farnborough.htm" target="_blank">guide to the proposed changes</a>.Unknownnoreply@blogger.com9tag:blogger.com,1999:blog-5697087347243869052.post-59220050306268108862014-04-03T15:14:00.000+01:002014-04-03T15:18:11.413+01:00He's got my backWe are well into the final phase of training at Oxford now, learning to fly the Boeing 737 using full-motion simulators and operating as a two-pilot crew. It is demanding but very satisfying and I am really enjoying it.<br />
<br />
No longer are we a single pilot operation, with all the stress and pitfalls that entails. Instead we are a team, we can split the workload, help each other out, catch errors and so on. Each session is two hours and we take turns as either pilot flying or pilot monitoring. Both jobs keep you busy and involved, and in fact the pilot monitoring ends up flying a substantial chunk of each sector.<br />
<br />
The early lessons were fully manual exercises to get used to handling the aircraft. At around 50 tonnes and with powerful jet engines it's very different to the light twins we are used to.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgdxQ2HCvfKBOZKXgQEZyzYxq9h-c6dBiC1NiYCY0HtYgUAFYFsnkSEmA4nTS5Lc9DwVCjxSF5l52f-K8XyfnEx6t_daFZD2vnobTIViPy1T4IdcmN-8T1E-PCU3NBf-UsioMlYEEqTm08/s1600/DSC05279.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgdxQ2HCvfKBOZKXgQEZyzYxq9h-c6dBiC1NiYCY0HtYgUAFYFsnkSEmA4nTS5Lc9DwVCjxSF5l52f-K8XyfnEx6t_daFZD2vnobTIViPy1T4IdcmN-8T1E-PCU3NBf-UsioMlYEEqTm08/s1600/DSC05279.jpg" height="256" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"What happens if I press this?"</td></tr>
</tbody></table>
The large mass and high speed means you must really think ahead of the aircraft. Low drag and turbine engines mean the power settings and speed control need to be very accurate and adjustments must be made quickly. High power means giddy climb rates on take-off — you better be ready. A yaw damper system means that the rudder takes care of itself in normal circumstances, so we have to flight our instincts to coordinate turns and keep our feet still.<br />
<br />
But ultimately an aeroplane is an aeroplane and they all work pretty much the same way. It takes surprisingly little time to get used to the handling and fly it manually reasonably well.<br />
<br />
This course is not about accurate manual flying however, it is about training for the job — part of a crew flying a passenger jet. Great care has been taken to make it as realistic as possible. We are instructed by experienced airline pilots and work to company procedures using company check lists and reference material, routes and paperwork. Communications with ATC, ground crew, cabin crew and passengers are all part of the simulation.<br />
<br />
We are even expected to make passenger announcements and get a kick out of saying things like "cabin crew doors to manual and cross check." Asking the purser for a cup of tea might be taking it bit far though.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcdIfpfIuNHFeugkLhchnltfGAH1rYmdhBp0orNxQlMV0XoS9cplDBBNZZVywdEF27wKuSX3NfifWpqf8qkTjvRGhtQ5ia0Jwu_ObMbdRM07HtJgQFOTGsQSae_-CstQdYFZbWOFHwMK0/s1600/Britair.b737-400.g-docp.arp.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcdIfpfIuNHFeugkLhchnltfGAH1rYmdhBp0orNxQlMV0XoS9cplDBBNZZVywdEF27wKuSX3NfifWpqf8qkTjvRGhtQ5ia0Jwu_ObMbdRM07HtJgQFOTGsQSae_-CstQdYFZbWOFHwMK0/s1600/Britair.b737-400.g-docp.arp.jpg" height="261" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A real 737 from the outside. Our simulators look more like a cross<br />
between an portacabin and a giant spider.</td></tr>
</tbody></table>
Importantly, we are getting a grounding in automatic flight, learning how the auto-throttle and autopilot can help and equally when they can be a liability.<br />
<br />
To some extent it is true that the plane can "fly itself", but only if it is set up correctly in the first place, if all systems are working correctly and if plans do not change. Getting the automatics to do the basic flying and navigating frees up the pilots for other important tasks, but never reduces the requirement to monitor exactly what the aircraft is doing now and next.<br />
<br />
So far, our scenarios have been realistic but smooth sectors, for example today we flew from Heathrow to Manchester and back (a short and busy route) but the weather was fine and nothing went wrong with the aircraft of the ground based equipment. Next we will be learning how to deal with situations such as poor weather, delays, diversions and of course emergencies.<br />
<br />
Ultimately we will be assessed while flying a complete sector with a full complement of imaginary passengers and cabin crew, without any instructor input. During the flight two or three 'situations' or full emergencies will arise and must be dealt with.<br />
<br />
And we will be doing this... next Friday!Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5697087347243869052.post-36011380438175649972014-03-24T17:36:00.002+00:002014-03-24T17:36:32.816+00:00Instrument rating - in the bag!The instrument rating test is often said to be the hardest test a civil pilot will ever sit, and employers are keen to find pilots who pass first time. So you can imagine how pleased (and surprised) I was when the examiner turned to me at the end of the flight today and shook my hand, saying "congratulations, you have passed."<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeWRiGFPdWh7fB88JG5osecmQam-l7-r4cif6gePs4UEz2oq8y_9VjnPKb2OGXxaDkwhGydIXh_qGAGiiJwP_0L7zspGCiUGL-lOPXqzB_TW4MWxbs5ntllWxIEN-sDal8og7Jva3bij0/s1600/unstable.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeWRiGFPdWh7fB88JG5osecmQam-l7-r4cif6gePs4UEz2oq8y_9VjnPKb2OGXxaDkwhGydIXh_qGAGiiJwP_0L7zspGCiUGL-lOPXqzB_TW4MWxbs5ntllWxIEN-sDal8og7Jva3bij0/s1600/unstable.jpg" height="206" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">On a gliding day, this temperature profile would be good<br />news, but today I could have done without that 5000'<br />layer of unstable air causing strong thermals.</td></tr>
</tbody></table>
I almost cancelled the trip because I knew a gusty and variable wind across the runway at our destination coupled with very unstable air would make the instrument approach and limited panel work difficult, and generally act as an extra stressor on the whole flight.<br />
<br />
I expressed my concerns to the examiner, with evidence, and he told me to take five minutes to consider. My instructor (as usual) thought I should go, so I decided to give it my best shot. It was just as I expected, but I think expressing my concern was a good idea as I earned myself a little leeway on the tight accuracy limits.<br />
<br />
The IR is a strange test really, because it ultimately comes down to the examiner's discretion. It's very unlikely that a pilot with our experience could complete the whole test within the limits and without significant errors, so technically they <i>could</i> fail almost everyone. Certain dangerous errors will guarantee a fail on that section, but outside of that the examiner takes an overall view of the flight. They want to see someone who is ahead of the aeroplane demonstrating they know exactly what they are doing — situational awareness.<br />
<br />
The flight was far from my best effort. I know I missed radio calls, wandered off altitudes and speeds and other misdemeanours, some of which I was lucky to get away with. But I always knew where I was, what I was doing and what was happening next. I reckon that's what pulled me through.<br />
<br />
Anyway that's the last big hurdle between me and my airline pilot's licence successfully cleared. The next 'real' aeroplane I fly professionally is likely to be the Airbus A320 on the base training day. No more plastic screens hiding the view, no more ancient analogue instruments and no longer as a single pilot.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFoqncfQiMROgapYYky6NENSUejBFf-0c1seAIo-I7QAZ8ZrwEhNYME3E4FYXX9rhTqOe06BvqwKY5PlNOAMZS0X1E2xMHSa6KZe6ej9qvBFGkknBy2pzOom2SqU_uNRpVhI0CQJiYol4/s1600/ed%5D.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFoqncfQiMROgapYYky6NENSUejBFf-0c1seAIo-I7QAZ8ZrwEhNYME3E4FYXX9rhTqOe06BvqwKY5PlNOAMZS0X1E2xMHSa6KZe6ej9qvBFGkknBy2pzOom2SqU_uNRpVhI0CQJiYol4/s1600/ed%5D.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Friends in one of the school's 737 simulators</td></tr>
</tbody></table>
The next part of the course (starting tomorrow!) is the three-week multi-crew training and jet conversion course. This teaches how two pilots work together to operate large and complex jet aircraft. After a brief ground school, we will be training on full-motion 737 simulators. That completes the training at Oxford and ends in the issue of the precious licence.<br />
<br />
After that, a short holiday (remember them?!) and onto the type rating course, where I will need to learn everything there is to know about the Airbus A320 family, not least how to fly the beasts. If all goes to plan, I could be flying passengers on their holidays as early as July.<br />
<br />
Onward!Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5697087347243869052.post-37255341031552466922014-02-25T20:25:00.001+00:002014-02-25T20:25:57.601+00:00Nearly ready...Just a quick update as it has been a while since I last posted.<br />
<br />
I am almost ready for the big test — the instrument rating. Just one simulator session and two practice flights remain. The pace has slowed down a bit due to a large number of students arriving at the school from the US, and the patchy weather.<br />
<br />
But this has allowed plenty of time for practice and study, time for the wife and friends, and even time for a little early season gliding. At the weekend I managed a 40 minute flight, not bad for February.<br />
<br />
The test and its accompanying mock version known as the 170 should be within the next two weeks. Keep everything crossed for me!<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPV4l1xI2HgJXToH-2EzmF-tWhzOhdyHj0XhwLGjw7rrQYHzKU9fOoOALFcq1twobWPnAFzD4THwP3GODnmUfBcqbM4WRuec030k0Nt3qSd6qGu-8BGnBRk4V7cHCF-Jkw8Ix_4nFxGDY/s1600/Photo0285.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPV4l1xI2HgJXToH-2EzmF-tWhzOhdyHj0XhwLGjw7rrQYHzKU9fOoOALFcq1twobWPnAFzD4THwP3GODnmUfBcqbM4WRuec030k0Nt3qSd6qGu-8BGnBRk4V7cHCF-Jkw8Ix_4nFxGDY/s1600/Photo0285.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Look, no engines! I'd almost forgotten what it is like to see where you are flying.</td></tr>
</tbody></table>
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJ36exUFYtAJybA8Zg4DvrsCgHqtMPN4JhakRgughlvIVG6tYHnaiZtQBoJRWN-knA8t97wfGPKTyZ0ExM-HJhiZlYXmdnngu6I_2GKBP9r_1R4M5hY4LLiPk4N5k01cNowtfTOR-VYp0/s1600/Photo0287.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJ36exUFYtAJybA8Zg4DvrsCgHqtMPN4JhakRgughlvIVG6tYHnaiZtQBoJRWN-knA8t97wfGPKTyZ0ExM-HJhiZlYXmdnngu6I_2GKBP9r_1R4M5hY4LLiPk4N5k01cNowtfTOR-VYp0/s1600/Photo0287.jpg" height="400" width="273" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Strange reflections in the K13's canopy</td></tr>
</tbody></table>
<br />
<br />
<br />Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5697087347243869052.post-20386340377956368872014-02-04T13:46:00.001+00:002014-02-04T18:10:04.328+00:00Trip to the seasideIt's no coincidence that health and personal problems often crop up during periods of high workload and stress but it certainly does not help. The last four weeks have been a struggle, which is why I have not posted anything, but thankfully I am finally getting on top of all the issues and making a big improvement in the flying too.<br />
<br />
I thought it would be good to talk through a typical instrument flight, such as my recent mission to Bournemouth. Perhaps that makes you picture ice creams on the beach, or more likely cups of tea in rain-swept sea front cafes. It's nothing like that!<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidWD6IZ1hHicHQ-xZs8-aqqh1jF9w0LV1A8BlNZ0cNMI0eNbI2oe1PKrmw0vnZb8iUzxQIXpuqJQCH0LzbtPJRgfLpaasau2626IK10-o7SHyRdku7QnjsQ3WETlJXLjceUbRmd7vmfEc/s1600/screens.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidWD6IZ1hHicHQ-xZs8-aqqh1jF9w0LV1A8BlNZ0cNMI0eNbI2oe1PKrmw0vnZb8iUzxQIXpuqJQCH0LzbtPJRgfLpaasau2626IK10-o7SHyRdku7QnjsQ3WETlJXLjceUbRmd7vmfEc/s1600/screens.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A student flying with the screens in place. They<br />
are supposedly designed so the instructor can see out.</td></tr>
</tbody></table>
When we fly "to" a destination we rarely land there, and we usually divert back to Oxford afterwards. The 'screens' will be installed from before take-off until just before landing so the cadet flying won't see a thing outside for the whole trip.<br />
<br />
In fact, in can be quite hard to believe we have actually been to any of these places no least because it's all over so fast. With a bit of tail wind we can achieve 200mph, and flying more or less directly to the destination gets you there very quickly.<br />
<br />
The flight starts about two hours before take-off, with the customary mountain of paperwork. I have to check the schedule, winds, weather, airfield reports and forecasts and NOTAMS (notices to airmen). I review the aircraft's maintenance status, do mass and balance calculations and work out the take off and landing performance. I complete a flight plan so ATC know what to expect and prepare a navigation log with key figures to help me during the flight. I plot the route on the map and finally assemble all the 'plates' showing the arrival, departure and approach procedures we might need.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvwgB30rL7RgCq62rWyzx5PahVRX_OcSdE_jG9f6yXpPFFpoiy_U0tKql0AcZuF8b24OdjkmbmI-CEiFyJrRp4urZEiw1VzlQl4FzvkpzmXL2LHwpvAegqibfg9TbI8yumG4u7SP6Z4gM/s1600/PreflightInspection.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvwgB30rL7RgCq62rWyzx5PahVRX_OcSdE_jG9f6yXpPFFpoiy_U0tKql0AcZuF8b24OdjkmbmI-CEiFyJrRp4urZEiw1VzlQl4FzvkpzmXL2LHwpvAegqibfg9TbI8yumG4u7SP6Z4gM/s1600/PreflightInspection.jpg" height="370" width="400" /></a></div>
Now it is time to head out to the aircraft for the pre-flight checks. Me or my flying buddy will do a detailed walk-around checking all sorts of items including lights, de-icing equipment, fuel, oil, tyres, flying controls and so on. If all is well we jump in, get settled and get a start-up clearance.<br />
<br />
There is a lot of equipment to set up and check after the engine start. The key to single-pilot instrument flying is set everything up in advance if at all possible, ideally while still on the ground.<br />
<br />
It can easily take twenty minutes to prepare between start up and take-off. This has to be factored in as I have slots booked for take off, arrival at the destination and return home. Miss these slots and things rapidly get complicated.<br />
<br />
I take off looking through a little 'letterbox' in the screens, which the instructor closes a few moments after we are airborne, then it's eyes down to the instruments for the rest of the flight.<br />
<br />
Oxford airport is surrounded by other airports, danger areas and
controlled airspace, so we always depart to the north west via one of two waypoints. A waypoint is a defined location used by pilots for navigation that appears on maps and charts, but rarely is there any feature on the ground. Each gets a pronounceable five-letter name, which sometimes is meaningful (LESTA is near Leicester) but mostly they are pretty abstract.<br />
<br />
Shortly after take-off the tower controller hands me over to the local radar controller (not always available), from whom I request a <i>traffic service</i>. This means the controller will let me know about any other aircraft nearby, but it remains up to me not to crash into them or the ground. <br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjT92sYRZ-EfANZpIbVJKpNi0eRrkBVFCB8fCfhedVXAbZhw1sSwlwSeBfUYtFQ99Vlk_LILZjyZRDIj2gczGXkx5tIOoy7SHOz1QdzUsyj4Z8mqItbhZLV489qQEn0MmYYVmgvag7ser0/s1600/Photo0262.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjT92sYRZ-EfANZpIbVJKpNi0eRrkBVFCB8fCfhedVXAbZhw1sSwlwSeBfUYtFQ99Vlk_LILZjyZRDIj2gczGXkx5tIOoy7SHOz1QdzUsyj4Z8mqItbhZLV489qQEn0MmYYVmgvag7ser0/s1600/Photo0262.jpg" height="400" width="282" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A very soggy Avon valley near Southampton</td></tr>
</tbody></table>
<br />
One of the requirements of the instrument rating test is flight through controlled airspace, so the next controller I talk to is London Control who can give us clearance to do this. Often they are busy talking to the big boys so it's sometimes necessary to hold and wait before crossing the imaginary but very important line into class A airspace. Now, it is the controller's responsibility to keep the planes apart, which is one less thing to worry about.<br />
<br />
I navigate our way along the planned route from waypoint to waypoint. Where possible, I use the old fashioned radio aids I explained in my <a href="http://futureairlinepilot.blogspot.co.uk/2014/01/next-stop-instrument-rating.html" target="_blank">last post</a>, but occasionally I have to resort to GPS. This particular trip passes through the waypoints BAMBO, DILAX, KENET (where controlled airspace starts) and PEPIS before heading to the VOR station at Southampton airport and finally the non-direction beacon at Bournemouth for the approach.<br />
<br />
Today I am practising an ILS (instrument landing system) approach, and rather than following this round-the-houses route, the controller decides to give me radar vectors direct from before PEPIS all the way to the final approach. If that sounds technical it's not, it simply means he can see us on radar and tells us what headings and altitudes to fly.<br />
<br />
It's easy to relax when on radar vectors but not a good idea. You need to keep your wits about you and maintain <i>situational awareness</i> which is actually more difficult if someone else is navigating. The key thing is to get everything ready so when you get that final turn onto the approach you are at the correct speed with all the check-lists and briefings done and the instruments checked and ready to roll.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjv09qGN5BlQr_cJrxbOaWdxJibiPO9vG8uYy9wFmVJoUbhxw0qVl2L7eCe88YSz0-hc8lAq7HqgkFs8681GFXPecyq1ViRjEC71wbV58l_7SrYt0e7AyvmtjZ7WnBWog_V0rlU0yomNLE/s1600/cardiff+ils+xwind.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjv09qGN5BlQr_cJrxbOaWdxJibiPO9vG8uYy9wFmVJoUbhxw0qVl2L7eCe88YSz0-hc8lAq7HqgkFs8681GFXPecyq1ViRjEC71wbV58l_7SrYt0e7AyvmtjZ7WnBWog_V0rlU0yomNLE/s1600/cardiff+ils+xwind.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Flying an ILS approach in a strong cross wind - <br />
you are looking at the runway through the side window!</td></tr>
</tbody></table>
Now I simply follow the cross-hairs down to the runway threshold. Not quite as easy as it sounds, it requires very accurate control of heading, consideration of wind drift and control of descent rate as the instrument gets more and more sensitive as I get closer.<br />
<br />
At a certain altitude — decision altitude — I look up and decide whether I can see enough to land. Of course I can't, as all I can see is a bunch of bits of plastic in the way so I have to <i>go around</i>.<br />
<br />
In reality engines fail very very rarely. But oddly enough one seems to give up the ghost on us every single time we go around from an ILS. Yes, the pesky instructor has closed one of the throttles but he won't tell me which one.<br />
<br />
When an engine fails on a twin during a climb, the aircraft veers rapidly off course, starts to roll and quickly loses speed. I have to get the aircraft smartly back under control, on track and in a gentle climb before carrying out the lengthy engine failure drill.<br />
<br />
Having dealt with the simulated engine failure, I can divert back to Oxford, which we generally do at a lower altitude staying out of controlled airspace. At Oxford we will do a dreaded NDB approach (see <a href="http://futureairlinepilot.blogspot.co.uk/2014/01/next-stop-instrument-rating.html" target="_blank">last post</a>), only guess what — the other engine will fail this time!<br />
<br />
The challenge is to fly the approach using the intricate but vague radio-magnetic compass for the course guidance and a combination of the altimeter and a distance measuring device for the correct height profile, all asymmetric ie. with one engine 'failed'.<br />
<br />
Once again, on reaching our decision altitude I can see only the screens and must go around, this time on one engine which takes great care. It is very easy to lose directional control with one engine on full power and the other on idle. Also the aircraft can barely climb until the landing gear and flaps are retracted, so it's not a good idea to waste any time.<br />
<br />
At long last the screens come down, and leg aching from holding the rudder it is just left to fly a visual circuit to land. An asymmetrical circuit of course, and without the luxury of climbing to a healthy 1000' circuit height due to the low cloud.<br />
<br />
At this point my tired brain rather gives up and I make a mess of the final turn and approach so once again have to go around, at which point the instructor shows some mercy and demonstrates his low-level asymmetrical circuit and landing technique, much to my relief.<br />
<br />
It just remains to taxi back to the stand, close down and tie down the aircraft and head in for a cup or tea and a de-brief.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYda2ZrMtc-YLgWqFSeVyzHMNd13pU7QC-ukApi6OZ_NVSvQCNZzCqedEEnJcOYPydpeTaTyvXZgxmcB9bl8P6h7tSsphnvzngDyCp_xycGOrYsq8stQtejEX-uINy-TPJRY2Q2SDiP90/s1600/Photo0257.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYda2ZrMtc-YLgWqFSeVyzHMNd13pU7QC-ukApi6OZ_NVSvQCNZzCqedEEnJcOYPydpeTaTyvXZgxmcB9bl8P6h7tSsphnvzngDyCp_xycGOrYsq8stQtejEX-uINy-TPJRY2Q2SDiP90/s1600/Photo0257.jpg" height="480" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sadly, with the screens up beautiful cloudscapes like these can only be appreciated by the passengers.</td></tr>
</tbody></table>
Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-65788590442115089462014-01-12T21:32:00.002+00:002014-01-12T22:42:36.430+00:00Next stop - instrument ratingHappy new year everyone.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwRso1CV9Xwtu4XRr0nISIUJQDhFoWAqAQ9utYLl_BUcQd7Km0MAhvWERl8FZ08EJDEuDbTxDV7ZiOHbeGE0mQiw3gK3rNCkpr_ngKjc5NpQ6nKcmERjVtTPFdpMJ9T8eX2ics276chnI/s1600/oxford_airport_and_woodstock.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwRso1CV9Xwtu4XRr0nISIUJQDhFoWAqAQ9utYLl_BUcQd7Km0MAhvWERl8FZ08EJDEuDbTxDV7ZiOHbeGE0mQiw3gK3rNCkpr_ngKjc5NpQ6nKcmERjVtTPFdpMJ9T8eX2ics276chnI/s1600/oxford_airport_and_woodstock.jpg" height="203" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"London" Oxford Airport</td></tr>
</tbody></table>
We are back home in the UK, Christmas binge over and the shock of the British weather has subsided. Some of us have got off to a 'flying' start with our new instructors on the next section of training — the instrument rating.<br />
<br />
I've talked before about <a href="http://futureairlinepilot.blogspot.co.uk/2013/12/commercial-pilot.html" target="_blank">instrument flying</a> (controlling the plane with no outside references). I've talked about <a href="http://futureairlinepilot.blogspot.co.uk/2013/11/twice-as-nice.html" target="_blank">asymmetric flight</a>, <a href="http://futureairlinepilot.blogspot.co.uk/2013/07/about-to-write-blog-checklist-complete.html" target="_blank">check-lists</a> and a little about radio navigation, <a href="http://futureairlinepilot.blogspot.co.uk/2013/11/hold-it.html" target="_blank">holds</a> and approaches.<br />
<br />
The instrument rating is really about putting all this together at the same time.<br />
<br />
By the end of this 10-week 50-flying-hour block we need to be able to convince a CAA examiner that we can plan and fly a twin engine aircraft on a complex route to public transport rules and standards, flying and navigating purely on instruments.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgsWE8DD7xszuWKss6pqgEdRXAXEcUnTvWqD0bcFqFavwtuQ3GjZgWOYnj-LXOKjNYj2aucAvZERl84u3vPdvz-SmRYLPquC_rQTGDiXpcADf40EA4xnsJArT8ffzG0mv8UK1uIJ_Jv5-8/s1600/picture.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgsWE8DD7xszuWKss6pqgEdRXAXEcUnTvWqD0bcFqFavwtuQ3GjZgWOYnj-LXOKjNYj2aucAvZERl84u3vPdvz-SmRYLPquC_rQTGDiXpcADf40EA4xnsJArT8ffzG0mv8UK1uIJ_Jv5-8/s1600/picture.jpg" height="200" width="141" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">CAP 413; how to use the radio in<br />
just 350 fun-filled pages.</td></tr>
</tbody></table>
We need to negotiate the complex UK airspace and deal with the UK's excellent but very formal air traffic controllers. We need to log our progress and write down lots of information. We need to quickly read and understand complicated approach plates. We need to do this on old fashioned analogue equipment without the help of an autopilot or GPS, and quite often we will need to do it with one engine 'failed'.<br />
<br />
But most daunting of all we will need to do it completely unaided; the twin-engine single-pilot instrument rating test is quite possibly the most difficult flight we will ever undertake in our careers.<br />
<br />
So far, we have been working in the simulators practising Oxford's departure, hold and arrival procedures, desperately trying to get everything together. There is never enough time, and as soon as some vital task diverts the attention, the plane will wander off course and off altitude almost like it is doing it on purpose.<br />
<br />
The instructor assures us that with enough repetition things will become... not exactly <i>easy</i>, but <i>possible</i>.<br />
<br />
Describing our flying in this section of the course is going to get <span style="color: red;"><b>unavoidably technical</b></span>, but I will do my best to explain it. You can't understand radio instrument navigation without an idea of what the radio beacons and systems are and what they do, so here goes my attempt to explain.<br />
<br />
<h3>
The instrument approach</h3>
<br />
The <i>approach </i>is simply the phase of flight between arriving in the vicinity of the destination airport, and the point where you can see the runway in front of you in order to land visually.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg2KYmLf8VciLQqZuFwbddVZ6umxFkCwOLIyZJ6bR6ofD1gA9bzEHuY0sih_ZRiBl9bK8dUBHxpV7-sMmFEIO9D3djaDBX-UDXkk70wthOsUCTWGSuQXRgx1pQHo7jAG5p2Q-KtoUjCbPs/s1600/fly_quiet_pic.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg2KYmLf8VciLQqZuFwbddVZ6umxFkCwOLIyZJ6bR6ofD1gA9bzEHuY0sih_ZRiBl9bK8dUBHxpV7-sMmFEIO9D3djaDBX-UDXkk70wthOsUCTWGSuQXRgx1pQHo7jAG5p2Q-KtoUjCbPs/s1600/fly_quiet_pic.jpg" height="198" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The microwave landing system at Heathrow. That's an<br />A380 landing, so it's a fair bit higher than it looks!</td></tr>
</tbody></table>
This may be just a few hundred feet above the ground so clearly there has to be a way to arrive at the right place, at the right height and speed ready to land without being able to see outside. This is what instrument approach systems are for.<br />
<br />
Almost all instrument approach systems use ground-based equipment to guide you in. GPS approaches are starting to appear but are still fairly new... 'new' in aviation being anything invented less than 25 years ago.<br />
<br />
The cleverest approach system is the <b>microwave landing system</b> (MLS). First appearing in 1979, it also qualifies as a pretty new technology. It can guide the plane in via a whole range of different glide slopes and approach paths, is immune from interference and reflection problems, is reliable and accurate and is generally the bees knees.<br />
<br />
Microwave systems were planned to replace earlier instrument landing systems at all major airports by 2010. In fact, only about three airports actually have one, and few planes have the equipment to use them.<br />
<br />
So we don't get tested on MLS approaches. <br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirFN_dzTnNAjGqLVvelBt8GJ0CTmyaV2uQc0qxO0yEBn4q68GykQOCL1IDfY-lHDS0bVK-YVEIaAv66ETRlZK7kQEzwa_lbVGgj4Ij7yFmRANud8v6g7WbYgOPycmpzbCDszBnbToRFjI/s1600/ils.gif" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirFN_dzTnNAjGqLVvelBt8GJ0CTmyaV2uQc0qxO0yEBn4q68GykQOCL1IDfY-lHDS0bVK-YVEIaAv66ETRlZK7kQEzwa_lbVGgj4Ij7yFmRANud8v6g7WbYgOPycmpzbCDszBnbToRFjI/s1600/ils.gif" height="177" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The ILS is basically an invisible funnel of radio waves that<br />
guide the pilot down the glide path to the runway</td></tr>
</tbody></table>
The next best system is the <b><a href="http://en.wikipedia.org/wiki/Instrument_landing_system" target="_blank">instrument landing system</a></b>, or ILS, which has been with us since about 1938 so counts as a reasonably mature technology. You tune it in to a navigation radio just as you would with an FM radio station, and your instruments will indicate whether you need to fly left, right, up or down to get on the ideal three degree approach slope and centre line.<br />
<br />
ILS has quite a few problems which I will leave you to read about on your own if you are interested, but it works well enough and has been installed at almost all large airports and many smaller ones worldwide. From the pilot's point of view it is reasonably easy to use, and we will be looking at ILS approaches next week <br />
<br />
But ILS approaches are not considered difficult enough to be a 'real' test.<br />
<br />
The microwave and instrument landing systems are known as<i> precision approach systems</i>, because they give guidance on height as well as direction. However it's perfectly possible to use simple radio beacon for directional guidance, the pilot taking care of the altitude. This is a <i>non-precision approach</i> and it's a bit more involved.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3JPU7UZpdwvm-9WSlcMnR-tvGiGZLM5bzkG5NXTwKySAM4ciurG2yxRz-aX1da3p5SrQmtblUdvX_QouP-cJ8QI9d5RoqA9QJksPtnMiew_9_35-OxOUaG0H2Mc5gUadgKqylVGfUwV4/s1600/vor.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3JPU7UZpdwvm-9WSlcMnR-tvGiGZLM5bzkG5NXTwKySAM4ciurG2yxRz-aX1da3p5SrQmtblUdvX_QouP-cJ8QI9d5RoqA9QJksPtnMiew_9_35-OxOUaG0H2Mc5gUadgKqylVGfUwV4/s1600/vor.JPG" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">VOR stations like this are dotted around the country<br />
at strategic points. </td></tr>
</tbody></table>
Of the two types of radio beacons that can be used for non-precision approaches, the newer and better one is the <b>VOR</b>. I really do my best to avoid acronyms in this blog, but I can't this time. VOR actually stands for VHF Omni Range — yes it is an acronym inside another acronym. (VHF stands for very high frequency, which is the type of radio waves that the FM radio in your car picks up).<br />
<br />
VORs have been around since the forties, and there are about 3000 of them beeping away world wide. They send out two signals. One just splurges out equally in all directions, but the second is highly directional. By comparing the two signals, the equipment on board can work out the bearing from the beacon to your aircraft. You then know you are somewhere on an imaginary line that starts at the VOR and heads off in a specific compass direction, known as a <i>radial</i>.<br />
<br />
The advantage of the VOR over the simple non-directional beacon (below) is that it works accurately irrespective of what the aircraft is doing. It can be heading in any direction, travelling in any direction or even be upside down and the reading will be steady and accurate, a small but useful advantage over the simple non-directional beacon.<br />
<br />
But we don't get tested on VOR approaches either — still too easy!<br />
<br />
Because there is one even more ancient and troublesome technology — the <b>non-directional beacon</b> (NDB). This is exactly what it sounds — a simple aerial sending out a blank carrier wave indiscriminately in all directions. They nothing more than an medium-wave radio station without the music. In fact medium-wave radio stations will work as non-direction beacons.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzuIsB88I12mfYO2sZJdX7rTPbNLyhjY5giHMD99GeAK3fbdVxq0RVsdtPUHlC4WeTNCIS5hG7ABXW8AZW3xQow_V_o9rdkbhvyM00gxI6hFb89ndyjvxF8pah_YpLLfSRd-YrRf1-p3s/s1600/Adf_rmi.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzuIsB88I12mfYO2sZJdX7rTPbNLyhjY5giHMD99GeAK3fbdVxq0RVsdtPUHlC4WeTNCIS5hG7ABXW8AZW3xQow_V_o9rdkbhvyM00gxI6hFb89ndyjvxF8pah_YpLLfSRd-YrRf1-p3s/s1600/Adf_rmi.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Radio Magnetic Compass.<br />
The yellow needle will point<br />
towards an NDB, the green<br />
one towards a VOR. We spend<br />
<b>hours </b>staring at these needles.</td></tr>
</tbody></table>
There is no information contained in the signal from the non-directional beacon, but with a cunning arrangement of aerials on the aircraft it is possible to calculate where the signal is coming from. This drives a pointer on an instrument called an radio magnetic compass. All this pointer does is point to the beacon but this is enough, just, to enable entire holding and approach procedures to be flown.<br />
<br />
First introduced in the thirties, non-directional beacons were supposed to be phased out decades ago, but are still with us. Mostly they are used for navigation but a handful of airports — including ours — use them for instrument approaches.<br />
<br />
Compared to VORs, they are pretty tricky to use. Instead of a simple deviation bar telling you to fly left or right, you have a pointer on a compass face. You have to squint at it very closely to keep it within a degree or two, remember which end of the needle to use (the head when going towards the station, the tail going away) and work out which way and how much to turn when you are off course. You have to account for wind by flying just the right about of into-wind heading to keep the needle still.<br />
<br />
They suffer from a multitude of errors — even nearby railway tracks can send them screwy. Most annoying of these is <i>dip error</i>. As soon as you bank the plane the needle veers off course, making it unreliable outside of straight and level flight. All in all, NDB approaches are a pain in the backside and most professional pilots would run a mile before they would attempt a NDB approach.<br />
<br />
So guess which one we get tested on!<br />
<br />
Here is part of the approach plate for the "Oxford NDB DME 19" approach, the one we use most often. DME stands for <i>distance measuring equipment</i> which is yet another type of radio navigation device which tells you how far away you are from something, in this case from the end of runway 19.<br />
<br />
There are masses of information squeezed onto approach plates and they look a bit scary, but the basics are actually quite easy to decipher. <br />
<br />
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<br />
The airport is the little cross in the middle, and the round blob indicates the position of the NDB. The boxes show you what radio navigation facilities are available, what frequency they are and their Morse code identifiers (yes really, we do still use Morse code). In this case you can see that Oxford has both an NDB called 'OX' and a combined ILS/DME called 'IOXF'.<br />
<br />
Extending down and right of the airport is a racetrack shape, this is the holding pattern. Normally the hold lines up with the approach and runway, but at Oxford the it is sort of bent off to one side to keep pilots well away from RAF Brize Norton.<br />
<br />
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<tr><td class="tr-caption" style="text-align: center;">Early attempt in the sim; room<br />
for improvement!</td></tr>
</tbody></table>
To fly the approach, we arrive overhead the NDB from any direction and join the holding pattern, if necessary shuttling down to 3500'. Once we ready, we leave the pattern and fly off to the north on the outbound leg (the one marked CAT A & B), descending to 1800'. On reaching 6.5 miles away from the NDB, we hang a right and head inbound on a course of 194 degrees magnetic.<br />
<br />
This course has to be held accurately accounting for wind and we have a few moments to get everything sorted before the final descent starts at 4.7 miles. Because this is a non-precision approach, we have to check our height every mile to make sure we are descending on the correct slope.<br />
<br />
Eventually we will reach our <i>minimum decision altitude</i>. If we can see the runway, then we can go ahead and land. If not we have to go around and try again. This is called a <i>missed approach</i> and is indicated by the dotted line on the chart. Back to the hold and start all over again!<br />
<br />
Well that's the idea anyway. There are a lot of checks and radio calls to squeeze into these very busy few minutes that make it a lot more difficult than it sounds... not that it sounds all that easy.<br />
<br />
We should be flying some of these approaches for real this week. It's been over a month since I last flew a real aircraft so fingers crossed I can still remember how!Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5697087347243869052.post-19865049358898665082013-12-09T12:51:00.001+00:002013-12-09T13:21:52.571+00:00Commercial Pilot!Another major milestone achieved; I have passed my combined commercial pilot licence and multi-engine class rating test on the first attempt. Already I have escaped the souless desert wastes of Arizona back to the damp, cold and crowded UK also known as HOME.<br />
<br />
We won't actually get the licences for a little while yet, as we still require another thirty or so hours experience and an instrument rating, which is the focus of the next few months training back in Oxford.<br />
<br />
Once that is complete, all the test passes including ground school will be sent off to the authorities in return for that magic scrap of paper. Technically known a commercial pilot's licence with multi engine and instrument ratings, it allows us to carry paying passengers and work as a first officer on large planes or as a single pilot on smaller machines. After we have clocked up 1500 hours experience it gets automatically upgraded to a full air transport pilot's licence.<br />
<br />
<h3>
The CPL test</h3>
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9Olz5oxtHI8DoxA06FVfJPFg93p0kWgcP3eli4BSMYzz9GJHBc4RUlCzmdExHBC953sPOm6GXqJGEcLkFY97kajxsARtKy237XRRlmckmNN9xBR-mxwM6U9jESripxY8ZKSBSBzxzo5c/s1600/IMAG0102.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9Olz5oxtHI8DoxA06FVfJPFg93p0kWgcP3eli4BSMYzz9GJHBc4RUlCzmdExHBC953sPOm6GXqJGEcLkFY97kajxsARtKy237XRRlmckmNN9xBR-mxwM6U9jESripxY8ZKSBSBzxzo5c/s400/IMAG0102.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A dawn take-off the day before the test</td></tr>
</tbody></table>
The test combined almost everything we have learned to date, and of course was done on the twin-engine Seneca which we have just barely got to grips with. Lasting about two and a half hours it's quite a gruelling examination but I was fortunate to once again be assigned my favourite friendly examiner.<br />
<br />
After a full briefing of what we could expect from the test, I had a long and tense wait for my buddy to fly first. Eventually he returned and I was able to get started with my pre-flight inspection.<br />
<br />
Once completed (happily no faults found) the examiner joined me in the plane where he assumed the role of an 'interested passenger' and I the pilot in command, which meant I was expected to give the safety briefing much like the one you have witnessed every time you have been on holiday. <br />
<br />
After the take-off and departure, the first part of the test is a navigation exercise. Just one leg is required, flown by the visual 'dead reckoning' techniques we had practised so much. The requirements are to fly at all times within five degrees of the planned heading and 100' of the planned altitude, while arriving within three minutes of the estimate. No real difficulties there, except for the Seneca's annoying habit of climbing 100' every time you take your eyes of the instruments for more than ten seconds.<br />
<br />
Towards the end of the leg, the examiner will ask for a diversion to an unplanned location. While flying the rest of the original route, I had a couple of minutes to plot the new course and figure out the new heading, altitude, time, minimum safe altitude and fuel required. We then fly the diversion leg with the same requirements, only this time we are allowed to use radio beacons to help us.<br />
<br />
The first leg went perfectly, no surprise as we are pretty familiar with the area now. About half way along I passed near to a radio beacon commonly used for <a href="http://futureairlinepilot.blogspot.co.uk/2013/11/hold-it.html" target="_blank">practising holds</a>, and on making a radio call found there were indeed planes holding all the way up to 6000'. To avoid them I decided to try out a little trick I had heard about.<br />
<br />
I flew for one minute at 60 degrees left of heading, then flew planned heading until I felt I was well out of their way, then flew one minute at 60 degrees right of heading. Done right, this puts you exactly back on track exactly one minute behind schedule. It worked well, and certainly pleased the examiner.<br />
<br />
The diversion was not easy to find, some vague street patterns carved in the empty desert with few nearby features. As I reached my planned time I had little but cacti in front and started to get a little concerned, but then spotted the street patterns about a mile off to the left, within the required accuracy for the test.<br />
<br />
<h4>
Instrument flying </h4>
<br />
Next was probably my least favourite part, the instrument flying. On went the hood, the examiner took over the radios and lookout, and issued speeds, headings and altitudes playing the role of air traffic controller. Easy enough on a full set of instruments, the artificial horizon being the key. But before long, he began to cover things up to simulate various systems failures, eventually leaving just the speed, altitude and a thing called a turn coordinator* to fly with.<br />
<br />
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<tr><td class="tr-caption" style="text-align: center;">Limited panel; two of the most useful instruments 'fail'.</td></tr>
</tbody></table>
He then took control and several times put the plane in an 'unusual attitude' (<a href="http://futureairlinepilot.blogspot.co.uk/2013/11/upset-recovery-training.html" target="_blank">but not this unusual</a>) and asked me to recover 'expeditiously' to straight and level flight using just the remaining instruments.<br />
<br />
The drill is to set power to full if speed is falling (meaning the nose is high) or power to idle if speed is increasing because the nose must be low. Then, quickly roll the plane to more or less level wings as best you can giving the strange behaviour of the turn coordinator.<br />
<br />
Finally, arrest the climb or descent using whatever elevator input makes the altimeter needle stop moving. This is not easy, as the push/pull force required to hold the altitude is often radically different from what you might expect, and you must ignore all 'seat of the pants' sensations as they are misleading.<br />
<br />
For example, recovering from a nose low attitude you would expect to need to pull up from the dive. In practice you mostly end up pushing pretty hard because you are flying fast, the plane 'wants' to climb to return to its trimmed speed and you have to stop it. By scanning rapidly between the three instruments, you can keep everything more or less in check and once the speed is back to normal, reset the power.<br />
<br />
Compass turns followed, where I was asked to turn on to specific headings using the standby compass and/or timer and the limited panel of instruments. This sounds easy enough, but aircraft compasses are completely untrustworthy outside of straight, un-accelerated flight. During a turn they will stop, wander all over the place or even turn in the opposite direction. The answer is to turn at a specific rate — three degrees per second — using the turn coordinator and hold the turn for a specific time. With care, it's possible to consistently achieve within five degrees of the new heading.<br />
<br />
While still under the hood the examiner asked for a position fix using radio aids, then removed the hood to reveal the outside world again. Happily I was pretty close the cross on my map.<br />
<br />
<h4>
Visual manoeuvres</h4>
<br />
The visual exercises are intended to demonstrate that you can confidently and positively control the plane in steep turns, steep climbs and at speeds right down to the stall. But they do tend to become more of a memory game, and I do feel the test focusses a bit too much on the elaborate procedures surrounding the manoeuvres rather than the actual handling of the aircraft.<br />
<br />
But I'm not complaining; once learned, they are not difficult and got me one step closer to the end of the test.<br />
<br />
I was not in the least bit surprised about what happened next; yes it was time for one engine to "go on fire". Again there's nothing difficult about the engine shut down drill — though you do need strong legs — but there are plenty of opportunities to throw away the test. Great care is required throughout the shut-down and restart to always state and touch the correct control; even pointing to the left fuel cut-off when the right engine is being shut down is enough to fail that section of the test.<br />
<br />
I was a bit surprised when the shut-down drill failed to "extinguish" the fire, and an emergency descent was required. I'd been told that examiners are generally a bit nervous about this part of the test and usually just ask what actions you would take.<br />
<br />
So down we went in a fast spiral, gear out, both engines throttled back and the altimeter unwinding alarmingly. The examiner was busy on the radio, the scenery was getting a bit close and I was about to terminate the descent myself when he finally gave the call "fire is out" and we could start the gradual climb back up to altitude on the live engine and restart the other one.<br />
<br />
<h4>
Circuits and landings</h4>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.air-and-space.com/20060411%20Williams-Gateway/DSC_5602%20T-38A%2082FTW%20gate%20guard%20right%20side%20m.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="171" src="http://www.air-and-space.com/20060411%20Williams-Gateway/DSC_5602%20T-38A%2082FTW%20gate%20guard%20right%20side%20m.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Phoenix-Mesa Gateway, previously known as Williams Gateway<br />
and once a major military base</td></tr>
</tbody></table>
The final phase of the test! The examiner handed back the radios and told me to head to Phoenix-Mesa Gateway airport for touch-and-go landings. Once I had got the weather and run various check-lists, I radioed up Williams and was given a 'straight in' clearance.<br />
<br />
This is the easiest type of approach but also the one we practice the least often. You can see the runway from miles away and just keep heading for it, the difficulty is knowing when to start the descent and when to run the checks that are normally done at specific places in the circuit.<br />
<br />
The first landing was a normal full-flaps landing, followed by a circuit and then a flapless landing. There's nothing hard about a landing without flaps, except I seem to have great difficulty remember <i>not </i>to put the flaps in!<br />
<br />
On the climb out from the flapless landing — guess what — yes the other engine "failed". Time for the engine shut-down drills again, this time just simulated, and a circuit and approach in asymmetric configuration. This time he asked me not to land but to demonstrate a single-engine go-around at 300'.<br />
<br />
These take a bit of care, as when the power is brought back in the plane can yaw alarmingly. It needs to be kept under control and held level, staying over the runway centre line while the gear and flaps are retracted. Until this is done, there is not enough power to climb away.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaTkNEwk5YQUzXNxOM3Xi3ZXMd5uMdc2aSGVXIRe0VXKAKli8PD3w_UVJzvg1fiq59yhF7vrnIYKekoGlw9YH8Luu9opxtE6XkfyKIjKkVdCu6bgqMIoueXZGuOqgrnBedb_eXFYaNFHA/s1600/fast.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="249" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaTkNEwk5YQUzXNxOM3Xi3ZXMd5uMdc2aSGVXIRe0VXKAKli8PD3w_UVJzvg1fiq59yhF7vrnIYKekoGlw9YH8Luu9opxtE6XkfyKIjKkVdCu6bgqMIoueXZGuOqgrnBedb_eXFYaNFHA/s320/fast.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Not breaking the sound barrier, in a 747, just a <br />
lot of tail wind.</td></tr>
</tbody></table>
We made the short hop from Phoenix-Mesa Gateway to Falcon Field still on one engine, for a full stop asymmetric landing back on home turf. By now the sun had almost set, and turning onto final we had it full in the face. Visibility fell to almost nil, and I was relived when turning onto final I could just pick out the runway lights from the general glare. One final landing — nicely held off the way I know the examiner likes them — and it was all over!<br />
<br />
I parked, tied down and headed inside for a quick debrief and lots of form filling, and then I was free to go.<br />
<br />
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The flight home was not booked for another four days, but a mad urge grabbed me and I threw everything into a suitcase in 30 minutes flat and got a lift to Sky Harbor on the off-chance... sure enough I managed to get a reserve seat and just a few hours after the test I was flying home. Stonking 180mph tailwinds hurried us the 5300 miles back into my wife's arms in record time.<br />
<br />
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<tr><td class="tr-caption" style="text-align: center;">Coming in!</td></tr>
</tbody></table>
<br />
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<span style="font-size: small;"><i>* A turn coordinator is a bit of a bastard child of an instrument. Unlike the others there are no numbers and it has just one marking for a 'rate one' turn (three degrees per second or two minutes for a full circle). What it actually indicates isn't obvious, it's a kind of combination of roll (banking the plane over) and turn (changing direction).</i></span><br />
<span style="font-size: small;"><i><br /></i></span>
<span style="font-size: small;"><i>The argument is that traditional turn indicators are slow to react because a plane does not turn the instant it is banked, the turn takes a while to get going due to inertia. The old turn indicator would, correctly, not indicate a turn immediately the plane was rolled but wait until it was actually changing heading.</i></span><br />
<span style="font-size: small;"><i><br /></i></span>
<span style="font-size: small;"><i>It was felt this delay made it difficult to use when recovering on a limited panel, so the gyro was tilted up 30 degrees. This couples together the roll and yaw axes with the result that the instrument begins to indicate </i>something <i>as soon as you roll, but is only accurate in a steady turn. If you roll out of a turn smartly, it 'loops' all over the place making it frustrating to use.</i></span><br />
<br />
<br />Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5697087347243869052.post-2833625419022962392013-12-02T00:18:00.003+00:002013-12-02T03:23:44.688+00:00And now for something completely different<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjvFjbODlBFSo3a9xO4ifZ1yvR4A7xRZGvI3HA2jxZIcmuVtLc5v__tPik_VapqOhPwFTAzIPoSqAp89dy0oYYRRGkB0xRoi1moA8eiOxUX1opH5hsJd_jboa2infHCx6ekzlKWngL4HQ0/s1600/DSC05231.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjvFjbODlBFSo3a9xO4ifZ1yvR4A7xRZGvI3HA2jxZIcmuVtLc5v__tPik_VapqOhPwFTAzIPoSqAp89dy0oYYRRGkB0xRoi1moA8eiOxUX1opH5hsJd_jboa2infHCx6ekzlKWngL4HQ0/s400/DSC05231.JPG" height="251" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The beast at Sedona Airport</td></tr>
</tbody></table>
I've always hated the term "bucket list," but if I had one, then touring around some classic Arizona highways on a massive Harley would be on it.<br />
<br />
Happily I was able to take advantage of the enforced four-day Thanksgiving holiday to do just that, and even more happily a very generous friend actually lent me his massive BMW 1200 KT while he visited home, so I didn't even have to shell out for the hire.<br />
<br />
OK it's not a Harley, it's about 40 years too modern for that. But the beemer is a true "full dresser" touring bike. It is huge. It is very heavy. It is brimming with gadgets.<br />
<br />
It features cruise control, a stereo with CD changer, heated seats, heated grips, ABS, electric adjustable screen, a gear indicator, a fuel computer, shaft drive, a gigantic squishy seat, paralever suspension, tons of storage and — I kid you not — reverse gear and a make-up mirror.<br />
<br />
I have to confess from this list of apparently superfluous gadgets, the only ones I did not find useful were the cruise control (I didn't go on any long straight roads) and the stereo (virtually inaudible at highway speeds). Oh, and the make-up mirror.<br />
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<h3>
Route 1: Red Rocks of Sedona </h3>
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<div align="center">
<iframe frameborder="0" height="350" marginheight="0" marginwidth="0" scrolling="no" src="https://maps.google.com/maps?f=d&source=s_d&saddr=Superstition+Springs,+Gilbert,+AZ&daddr=Payson,+AZ+to:Oak+Creek,+AZ+to:Sedona+Airport,+Air+Terminal+Drive,+Sedona,+AZ+to:Verde+Village,+AZ+to:Payson,+AZ+to:33.4865111,-111.6210807+to:Superstition+Springs,+Gilbert,+AZ&hl=en&geocode=FbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g%3BFVRSCgIdMFBd-Sl9Gj5q3RAshzEv2jpY_PjgjQ%3BFQW5FAIdGC9X-Slh1QE-TqIthzHV0OCvgKdzoQ%3BFUfKEwIdGD1W-SF4j-4yHe_Vcim_xy5iy6YthzF4j-4yHe_Vcg%3BFW2bEQIdTCFT-SkX61LrfgUthzFG4e5p_QHKtQ%3BFVRSCgIdMFBd-Sl9Gj5q3RAshzEv2jpY_PjgjQ%3BFa_2_gEdKMxY-Slj8zlXALsrhzHvSxQuOXGYDQ%3BFbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g&aq=1&oq=superstition&sll=33.525369,-111.544876&sspn=0.466517,0.65094&mra=dpe&mrsp=6&sz=11&via=6&ie=UTF8&t=p&ll=34.134542,-111.412354&spn=1.591357,2.334595&z=8&output=embed" width="425"></iframe><br />
Route 1: Sedona <a href="https://maps.google.com/maps?f=d&source=embed&saddr=Superstition+Springs,+Gilbert,+AZ&daddr=Payson,+AZ+to:Oak+Creek,+AZ+to:Sedona+Airport,+Air+Terminal+Drive,+Sedona,+AZ+to:Verde+Village,+AZ+to:Payson,+AZ+to:33.4865111,-111.6210807+to:Superstition+Springs,+Gilbert,+AZ&hl=en&geocode=FbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g%3BFVRSCgIdMFBd-Sl9Gj5q3RAshzEv2jpY_PjgjQ%3BFQW5FAIdGC9X-Slh1QE-TqIthzHV0OCvgKdzoQ%3BFUfKEwIdGD1W-SF4j-4yHe_Vcim_xy5iy6YthzF4j-4yHe_Vcg%3BFW2bEQIdTCFT-SkX61LrfgUthzFG4e5p_QHKtQ%3BFVRSCgIdMFBd-Sl9Gj5q3RAshzEv2jpY_PjgjQ%3BFa_2_gEdKMxY-Slj8zlXALsrhzHvSxQuOXGYDQ%3BFbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g&aq=1&oq=superstition&sll=33.525369,-111.544876&sspn=0.466517,0.65094&mra=dpe&mrsp=6&sz=11&via=6&ie=UTF8&t=p&ll=34.134542,-111.412354&spn=1.591357,2.334595&z=8" style="color: blue; text-align: left;">View Larger Map</a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8D0Ect4pSpXKvMXND2nYlE6AQO4FOtw7k74XIk05fQvoFVZNYGXIOqwtUAqtPTeaKUgxfhJOceWYXYT-kl8JnUmUS1qPIr0CLiVvHm4jtY8-V8h-0m1h6rlNQAXhL80vp0fTQosmyJ4k/s1600/DSC05227.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8D0Ect4pSpXKvMXND2nYlE6AQO4FOtw7k74XIk05fQvoFVZNYGXIOqwtUAqtPTeaKUgxfhJOceWYXYT-kl8JnUmUS1qPIr0CLiVvHm4jtY8-V8h-0m1h6rlNQAXhL80vp0fTQosmyJ4k/s400/DSC05227.JPG" height="400" width="300" /></a></div>
The first trip was to the beautiful red rocks of Sedona, via route 87 and Payson. Although mostly a two-lane highway, this route snakes its way north and upwards between dramatic rock buttes and steep passes.<br />
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It is a bit unnerving being overtaken by giant RVs towing giant trucks at 90 mph in this kind of scenery, but the roads are so good they somehow get away with it.<br />
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After Payson I turned onto the smaller route 260 which weaves west and stays high, following the Mogollon Rim through evocatively named pioneer towns like Strawberry and Camp Verde.<br />
<br />
The route is lined with natural and Indian sight-seeing attractions including Tonto natural bridge (pictured), Montezuma's Castle and the hilariously-named Wet Beaver Wilderness Area (not far from Dry Beaver Creek).<br />
<br />
I had the road more or less to myself. The beemer is no sports bike and doesn't like to be chucked around, but it will settle into a nice easy rhythm on the curves. There's loads of low down torque and engine braking so hardly any need to trouble the brakes or gear box to make steady, relaxed progress.<br />
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I didn't bank on it being quite so cold up in the hills (look! snow!), and I was very grateful for the heated seat and adjustable screen.<br />
<br />
It can be raised up to cocoon you in a bubble of still, quiet air. The
only problem being you then have to look through the screen, which is
impossible when riding up-sun. <br />
<br />
I just made it to Sedona Airport's amazing restaurant in time for my decadent five-course Thanksgiving lunch. If you are ever in the area, be sure to visit this <a href="http://mesagrillsedona.com/" target="_blank">excellent 'up-scale' restaurant</a>.<br />
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I had hoped to come back via the amazing route 89 through quirky Jerome and hicky Wickenburg, but time and daylight were getting short and I had to settle for the same route home - not much of a hardship!<br />
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<h3>
Route 2: Show Low and the Salt River Canyon </h3>
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<div align="center">
<iframe frameborder="0" height="350" marginheight="0" marginwidth="0" scrolling="no" src="https://maps.google.com/maps?f=d&source=s_d&saddr=Superstition+Springs,+Gilbert,+AZ&daddr=Globe,+AZ+to:Show+Low,+AZ+to:Payson,+AZ+to:33.507579,-111.617465+to:Superstition+Springs,+Gilbert,+AZ&hl=en&geocode=FbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g%3BFS6O_QEdPohl-Sl_ANnWFZ4phzHVr57EafGghg%3BFYCtCgId9xNx-Sn3ITXNBSkvhzEI1VXu99gPxg%3BFVRSCgIdMFBd-Sl9Gj5q3RAshzEv2jpY_PjgjQ%3BFftI_wEdR9pY-SljPhsdnrsrhzHS_ED2J9Q8Ew%3BFbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g&aq=1&oq=superstition+springs,+g&sll=33.522506,-111.603584&sspn=0.116634,0.155697&mra=dpe&mrsp=4&sz=13&via=4&ie=UTF8&t=p&ll=33.838483,-110.98938&spn=1.59691,2.334595&z=8&output=embed" width="425"></iframe><br />
Route 2: Show Low <a href="https://maps.google.com/maps?f=d&source=embed&saddr=Superstition+Springs,+Gilbert,+AZ&daddr=Globe,+AZ+to:Show+Low,+AZ+to:Payson,+AZ+to:33.507579,-111.617465+to:Superstition+Springs,+Gilbert,+AZ&hl=en&geocode=FbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g%3BFS6O_QEdPohl-Sl_ANnWFZ4phzHVr57EafGghg%3BFYCtCgId9xNx-Sn3ITXNBSkvhzEI1VXu99gPxg%3BFVRSCgIdMFBd-Sl9Gj5q3RAshzEv2jpY_PjgjQ%3BFftI_wEdR9pY-SljPhsdnrsrhzHS_ED2J9Q8Ew%3BFbZX_QEdLuJX-SmZr97_Nq4rhzHEWKiGFa9D-g&aq=1&oq=superstition+springs,+g&sll=33.522506,-111.603584&sspn=0.116634,0.155697&mra=dpe&mrsp=4&sz=13&via=4&ie=UTF8&t=p&ll=33.838483,-110.98938&spn=1.59691,2.334595&z=8" style="color: blue; text-align: left;">View Larger Map</a></div>
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I managed an earlier start for the second route, and was rewarded by a face full of low sun and a screen covered in dew for the first stretch to Globe. But it was well worth it, as the route climbed and climbed through scenery full of pillow-shaped rocks, towers and cactii reminiscent of a Western movie.<br />
<br />
I passed through strange half-dead mining towns Miami and Top of the World full of decaying Americana and a photographer's dream.<br />
<br />
But the real treat was the Salt River Canyon at Seneca (funny that). A mini-Grand Canyon with huge spires and the river pounding away far below. The road winds all the way down, across an ancient bridge and back up the other side. The problem is where to look; at the hairpin bends or the scenery?<br />
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Just short of Show Low I reached cloud base and began to freeze. At 6300 feet, it had a true alpine feel, snow everywhere, pine trees and even small ski lodges. I stopped in an old-world diner for breakfast and to rewarm.<br />
<br />
Thankfully the fog did not last too long, and halfway to Payson a weak sun returned. I was back on the 260 with its fast flowing curves and great views. The traffic thinned out and sped up and I was able to get into that only half-conscious flow, alert but distant, merging with the bike and the road. Sounds nuts I know, but you bikers out there know exactly what I mean.<br />
<br />
A final stop at the pretty Saguaro Lake marina for lunch left just the familiar and fun Usury Pass back home to Phoenix with plenty of day left to spare.<br />
<br />
So a big thank-you to my generous friend for the bike, and for all my other generous friends who chipped in to my Movember fund-raiser. £150 raised for the cause.<br />
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This coming week is a big one for my training; I have the last three lessons on the twin followed by the all-important commercial pilot licence test, as soon as Thursday if all goes to plan.<br />
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<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-19416855170814296762013-11-23T01:19:00.000+00:002013-11-23T06:04:24.445+00:00Twice as nice<div class="separator" style="clear: both; text-align: center;">
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<br />
As you can see, we have been cursed with a spell of typical English weather that has temporarily halted all flying. I thought I'd take the brief respite to write about our latest challenge — flying the twin engine Piper Seneca.<br />
<br />
Compared to the small single engine planes we have flown to date, the Seneca is a bit of a monster. It has nearly three times the power of the Warrior and flies 50% faster. There is a lot more equipment on board, like de-ice systems and autopilots and though a lot of it does not work, you at least get the feel of a 'real' aeroplane. I could — in theory — fly home in one of these.<br />
<br />
You couldn't call our battered old examples glamorous or smart, but with a bit of imagination and a bit of a squint you can picture a couple of wealthy executives in the back being whisked off to their next meeting by, well, one of us. No longer are we just learning to fly <i>ourselves </i>around, suddenly there is the reminder that we are training as professional pilots. It won't be long before we will be piloting large and very expensive aircraft with paying passengers in the back. Scary.<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_HUL0ib_YvSIZDS7yrKTAIKn8LZwXzFy79kFjrbqy78882uyIyEUgm7kB6yXiVR_Po-G6El4gz8oM2ZYJ25_4sNdMDIXvxgx8ytG0kJzpaM0Z8bxVPGbmmtRsSXA26p4-5zSyWFRz0cE/s1600/john.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_HUL0ib_YvSIZDS7yrKTAIKn8LZwXzFy79kFjrbqy78882uyIyEUgm7kB6yXiVR_Po-G6El4gz8oM2ZYJ25_4sNdMDIXvxgx8ytG0kJzpaM0Z8bxVPGbmmtRsSXA26p4-5zSyWFRz0cE/s400/john.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Buddy at the controls looking forward to his first flight</td></tr>
</tbody></table>
I had been somewhat nervous about the additional weight, speed and complexity of the Seneca, but after extensive briefing and memorising lots of new check lists I finally got to try it out this week. I was first out of our group, so it was up at 4.30am to check in and complete the pre-flight checks.<br />
<br />
Once we were all strapped in I took my time running through the unfamiliar before take-off checks before I finally got to say for the first time "starting no. 1 engine". Taxiing was tricky, with the rudder pedals connected to the nose wheel via springs only, and my progress to the run-up area was cautious and less than elegant.<br />
<br />
The power checks in the run-up area revealed the first, and really only tricky part of operating the Seneca — the twin throttles. They are quite sensitive and moving them together while keeping the same power coming from each engine is far from easy. Unlike the Warrior, you can't just shove them to full either. The turbochargers will kick in too strong and "overboost" the engine, damaging it.<br />
<br />
Onto the runway and line up, two quick check lists then it was time to release the brakes and open the throttles. The acceleration was rapid, much more so when the turbos kicked in. Between the vague nose wheel steering and inability to keep the throttles balanced my take off roll meandered all over the place, but almost before I had time to sort it out we were doing 77 knots and it was time to fly.<br />
<br />
As soon as we were in the air, I could feel how stable the plane was and just how rapidly it climbed. No time to think though, there was the after take-off check list to get done before turning at 500 feet — which takes all of 35 seconds in this plane.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZSRose6Qm0_ZTn25OMU0NvI1Qj-lcYNTfGiY5_hqK-2UGP2VdCsIEh8Nb6zMEWkfYpkEFa-SSsFhWU5EN1zE8HmCsVFcUxdsisFAXVI3LBLqHFui7sNGf1UZ_hSwv2LDK8UYXFuflBP0/s1600/knobs.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZSRose6Qm0_ZTn25OMU0NvI1Qj-lcYNTfGiY5_hqK-2UGP2VdCsIEh8Nb6zMEWkfYpkEFa-SSsFhWU5EN1zE8HmCsVFcUxdsisFAXVI3LBLqHFui7sNGf1UZ_hSwv2LDK8UYXFuflBP0/s400/knobs.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">More knobs, buttons, levers and dials than you could shake a stick at.</td></tr>
</tbody></table>
The instructor was certainly right when he said it loves to climb. Levelling off was a challenge at first, each time I thought I had the plane nicely trimmed out at the right speed I would look away for a moment then find myself 100 foot higher. I'm not sure if it is turbo lag or something, but it really takes a while to set get it properly set up.<br />
<br />
Once it was settled down it flew beautifully with minimal input from me. It was far less affected by rough air or thermals, and felt like it would hold its height and heading until it ran clean out of fuel. This would not take long, as it drinks about 22 gallons of avgas per hour. Not one for the environmentalists!<br />
<br />
It took a while to get used to the constant speed props. No longer is the power set by choosing a engine speed, instead we set the pressure of the fuel/air going into the engine. The plane will automatically twist the propeller blades to keep the engines turning at the same rate, regardless of your speed through the air or the amount of power set. We are used to listening to the engine note for speed changes, so it is disconcerting to hear the same drone all the time. We also have to carefully tune the engine speeds to avoid irritating 'beat' frequencies.<br />
<br />
We spent some time getting used to the plane and doing general handling practice, then it was off to Goodyear to fly some circuits and landings. The big moment! Rumours abound about how difficult it is to land, and how it will just 'fall out of the sky' onto the tarmac before you are ready.<br />
<br />
Perhaps it was simply the quality of the instruction, but I didn't have a problem. Certainly the control forces are higher than we are used to — it's definitely a two-handed job to flare — but much to my relief I was able to set it down quite nicely each time.<br />
<br />
We were doing "touch and go" landings, so the next part happened very fast. There was just time to retract the flaps and fiddle about trying open the throttles evenly and stay more or less straight when we were back to rotation speed and it was time to fly again. Around we went, another five circuits, each time I got a bit better with the check lists, but I never quite got on top of the touch-and-go checks.<br />
<br />
Then it was time to literally fly home. The fun parts of having so much speed on tap is beating all those Warriors back to base! <br />
<br />
<h3>
Asymmetric flight</h3>
<br />
One of the nice things about the twin is its symmetry. The single engine aeroplane may look symmetrical, but its engine and propeller only rotate in one direction. This gives rise to all sorts of complicated effects that conspire to pull you off course to the left, and constantly varying amounts of right rudder are required to keep it straight.<br />
<br />
On the Seneca, the engines rotate in opposite directions and everything is nicely balanced. You hardly need to trouble the rudder at all. Provided, that is, both engines are running.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEisj98fry8CDMRiLRzgZ_hdwMutNWHIWj4NKvzQNZb5l1iYnoDE9K_5_HHz4QDFnzLoNkFehpfRDS9U4TSQFTN_sCZO7Sua_rnfj3djKI4LPhKSoRRj0Kz6D2jDqx_1Xz26fBuHd5X-4Qg/s1600/feather.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEisj98fry8CDMRiLRzgZ_hdwMutNWHIWj4NKvzQNZb5l1iYnoDE9K_5_HHz4QDFnzLoNkFehpfRDS9U4TSQFTN_sCZO7Sua_rnfj3djKI4LPhKSoRRj0Kz6D2jDqx_1Xz26fBuHd5X-4Qg/s320/feather.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Err.. shouldn't that propeller be, er, going around?</td></tr>
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But barely had we got to grips flying with two engines when it was time to fly it one just one.<br />
<br />
Pretty much all twin-engine planes can fly on a single engine, though with reduced performance. This is great because it means an engine failure does not necessitate an immediate landing, and you are allowed to fly out of range of suitable landing areas.<br />
<br />
So much for the theory, actually flying with one engine is quite an experience. When an engine fails, the plane will veer off course, start turning towards to the dead engine, lose around three quarters of its power and descend.<br />
<br />
Once back under control, the rudder forces to keep the plane straight can be huge, literally all my strength was needed when flying slowly at high power (think take off!).<br />
<br />
The worst time an engine can fail is of course just after take off, so this is what we practice. We will get a few hundred feet in the air when suddenly the plane will lurch off one way or another — the pesky instructor has closed one of the throttles and covered them up so you can't see which.<br />
<br />
We then have to control the plane, identify the failed engine, run through a whole load of extra check lists and fly the circuit with one leg jammed on the rudder. Just before the landing the instructor will return control of the 'dead' throttle for landing.<br />
<br />
The scary part in a <i>real </i>engine failure is called the <i>committal altitude</i>. Once you have the landing gear down and the full flaps out, the single remaining engine simply does not have enough power to make you climb. You HAVE to land. There is no going around and trying again!<br />
<br />
That's all for now. We are enjoying flying the twin but the pressure is really on. If all goes to plan, in around two weeks I will be a qualified commercial pilot with a multi engine rating. Keep everything crossed for me!<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQV9sgnhjL9jGYaPOMDEgolhtLLy9pDGmxqoxXXns4lUeWcV6xPJUqCiXehdRIaOJ3Kjw0NmP_myERk05-VajTjsKNhkv7ZDjXifo6WTTAPUcVQoLcrLQSRBkpPE6mavkjQInaSpaM9wY/s1600/speed.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQV9sgnhjL9jGYaPOMDEgolhtLLy9pDGmxqoxXXns4lUeWcV6xPJUqCiXehdRIaOJ3Kjw0NmP_myERk05-VajTjsKNhkv7ZDjXifo6WTTAPUcVQoLcrLQSRBkpPE6mavkjQInaSpaM9wY/s640/speed.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">2828L - the first twin engine plane I have flown.</td></tr>
</tbody></table>
<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-31283863637785882952013-11-17T20:24:00.003+00:002013-11-17T20:27:44.369+00:00Farewell little Warrior...<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghNC9lutj0wsMPpxkKi85fP7zcV-fgAYjNsdNkP-k-RPtn5y-E54-BaH1JtNAI2o9Ti42z2HI3hHO1xP1Bg0ShJWksCG9ph0NRKUyJxZFoAEprqtrfWjV1Tcmd2wTCW5YIElAJH-NkI1Q/s1600/warrior.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="356" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghNC9lutj0wsMPpxkKi85fP7zcV-fgAYjNsdNkP-k-RPtn5y-E54-BaH1JtNAI2o9Ti42z2HI3hHO1xP1Bg0ShJWksCG9ph0NRKUyJxZFoAEprqtrfWjV1Tcmd2wTCW5YIElAJH-NkI1Q/s640/warrior.jpg" width="640" /></a></div>
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It was quite an emotional day today — my last ever flight on the single engine Piper Warrior. Just a pleasant cross-country jaunt to make up the fifty hours "pilot in command" time required for the commercial pilot licence. It was an entirely uneventful flight on a lovely day, with a few clouds around to add interest and pretty up the sky and plenty of time to reflect on how far we have all come in the last five months.<br />
<br />
Once our class have finished with them in a few weeks, the Warrior fleet will be sold off, replaced by the more modern Archer. Some of them have been in continuous use for flight training with the same school for over thirty years and it's a sad day to see them go <br />
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That flight was also the last time I will ever pilot an aircraft alone, at least in a professional capacity. From now on I will always be flying with an instructor or examiner or ultimately with a line captain in the other seat.<br />
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On Monday we start on the Seneca twin engine aircraft, a faster and much more complex beast. The training schedule is very intense with several hours flying per day for the next few weeks, leading up to our commercial pilot licence exam and twin engine rating.<br />
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And then at long last home to cold rainy England to see my family, friends and my wonderful and very patient wife. I miss you all.<br />
<br />
The best part so far? Easy. <a href="http://futureairlinepilot.blogspot.co.uk/2013/11/upset-recovery-training.html" target="_blank">Aerobatics in the Extra</a> hands down.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVWifpAknpiFvjYlX73ZLBkk-tIfxFskiTWvcrFEafhWSUgUZdRa0AqbuVufMbYRhPNVXh2lS05D4AeCa7xvlqKP_evEdm2v8ER3gnnt4PTNOv-vgP2X3g8GND4w6bhbM80j7cElX34fU/s1600/lookout.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="361" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVWifpAknpiFvjYlX73ZLBkk-tIfxFskiTWvcrFEafhWSUgUZdRa0AqbuVufMbYRhPNVXh2lS05D4AeCa7xvlqKP_evEdm2v8ER3gnnt4PTNOv-vgP2X3g8GND4w6bhbM80j7cElX34fU/s640/lookout.jpg" width="640" /></a></div>
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<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-37134014876791723042013-11-15T19:56:00.004+00:002013-11-15T21:19:49.840+00:00Upset recovery training<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOvhMKvfbCnKexBx-Ypr84jHg70VKmBHUSG5wjq1ZNxUfyv1MrWsZMfWctXcAjVd3LStUmHZ1gpfDcykReCqAKAiXbOd7FXwsHbzo99aI2S2BwmUlttxVqNpQ_gmWO_QDjTvQ4ifrOnno/s1600/hood.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOvhMKvfbCnKexBx-Ypr84jHg70VKmBHUSG5wjq1ZNxUfyv1MrWsZMfWctXcAjVd3LStUmHZ1gpfDcykReCqAKAiXbOd7FXwsHbzo99aI2S2BwmUlttxVqNpQ_gmWO_QDjTvQ4ifrOnno/s320/hood.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Flying "under the hood"</td></tr>
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I've just returned from progress test four*, our last exam in a single engine aeroplane. The whole test is "under the hood" meaning I could see only the instruments and not outside. After performing various basic manoeuvres, stalls and slow flight the instructor simulated a vacuum pump failure by covering up the artificial horizon and heading indicators with scraps of paper.<br />
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Using this limited panel of instruments, I demonstrated timed turns, which are done by flying an accurate rate of turn for a calculated time to end up heading in the required direction. Next I had to recover from "unusual attitudes" using just the limited panel instruments.<br />
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In this context, unusual attitudes are pretty tame, the nose will generally be within 20 degrees above or below the horizon and the wings within 45 degrees of bank.<br />
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An aeroplane can of course fly as much as 90 degrees nose up or down (straight to the sky or straight to the ground) and up 180 degrees of bank (upside down). This is the full range of attitudes that is actually possible, but normal training we are exploring just four or five percent of this envelope. In commercial aviation, it is even less.<br />
<br />
So if we never experience the more extreme attitudes, how do we know how to react if we suddenly find ourselves in one? The answer is to strap in tight to a fully aerobatic stunt plane with a massively experienced instructor and do some...<br />
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<h3>
...Upset recovery training</h3>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjegV56lWnxiSE7cvscl3moouR9MXVXRF_X5bbeOkpxzYjtlXPwtPu1fBCkyCBDteidWhA2VdHpF1EjBHuhfJafrJFOoKhzYSDz2EiloLzneDphpT7gLAlunb8_uq-kkPhoBwT_F8FTxfY/s1600/Jeremy-&-Dunto.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="297" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjegV56lWnxiSE7cvscl3moouR9MXVXRF_X5bbeOkpxzYjtlXPwtPu1fBCkyCBDteidWhA2VdHpF1EjBHuhfJafrJFOoKhzYSDz2EiloLzneDphpT7gLAlunb8_uq-kkPhoBwT_F8FTxfY/s400/Jeremy-&-Dunto.jpg" width="400" /></a></div>
In three days of flying the awesome 300bhp Extra 300L fully aerobatic plane in all sorts of crazy attitudes and situations with <a href="http://apstraining.com/" target="_blank">APS</a> training we were able to explore what happens way beyond our normal limits, both in terms of flying and what our stomachs could take! I should add that we were still nowhere near the limits of the aircraft, these things can take plus or minus eight g which is a lot more than I can.<br />
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So what is an aeroplane upset? Any time you are outside your normal operational limits for pitch, bank and speed, for whatever reason, you are obviously in an upset.<br />
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Less obviously, any time the plane does something you did not command on the controls, or does not do something you did command, it can be said to be upset. Most likely this is because you have stalled, but it could be a jammed or disconnected control surface or some other mechanical failure.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7VSatzQBaaj7NINpQg6WsJA0_oN0VE-nAq5EPA_66urkF6ygEs3J1KWZ8HOGrSiWEpyHgsAJvf4Gmqx692d796IEbmD-dgjzu8AHQ1KVBANGF-ukh_Xd8vMyq8U3SHm9tYGe3ab315IQ/s1600/stall.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7VSatzQBaaj7NINpQg6WsJA0_oN0VE-nAq5EPA_66urkF6ygEs3J1KWZ8HOGrSiWEpyHgsAJvf4Gmqx692d796IEbmD-dgjzu8AHQ1KVBANGF-ukh_Xd8vMyq8U3SHm9tYGe3ab315IQ/s320/stall.jpg" width="262" /></a>A stall occurs when the "angle of attack" — the angle at which the air hits the wing — is too great. It has nothing to do with speed, though trying to fly too slowly can certainly cause one. You can stall at any speed at attitude if you try (or if you don't pay attention) simply by pulling back too much.
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<br />
We practice gentle stalls on our school Warriors regularly, and the results are an unspectacular nose drop, perhaps accompanied by one wing falling a little. The recovery is easy and equally undramatic. They are slow, stable, draggy machines designed to be easy to fly for students and amateurs.<br />
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Many aircraft do not do this. For example fast, slippery aircraft with thin swept back wings like the ones we should be flying in a year or so. In these machines, the stall can be sudden, violent and leave the aircraft in almost any attitude and falling fast.<br />
<br />
One answer is simply to say "these aircraft shall never be allowed to stall," and go ahead and fit stick shakers, stick pushers, envelope protection and other funky gadgets to prevent the pilots being so stupid. But to err is human, and <a href="http://en.wikipedia.org/wiki/Air_France_Flight_447" target="_blank">people are still dying</a> because pilots lose control of even ultra-modern airliners because they stalled.<br />
<br />
So this is what an Extra does if you stall it from a slipping turn. A slip, by the way, is a perfectly valid technique where the rudder is applied opposite to the bank angle. This makes the plane fly somewhat sideways, increases drag and increases descent rate. Very useful if you need to get down fast or fix a too-high approach to landing. A slip is a stall-resistant manoeuvre, look how hard I have to work to make the plane stall:<br />
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Look fairly dramatic? Compare this to a stall from a skidded turn. A skid is NOT a valid manoeuvre. A pilot will typically skid when trying to get around a turn faster using the rudder instead of banking over more. Reacting incorrectly to an engine failure on a twin engine plane can cause a skid too. Unlike the slipping turn when I really had to pull hard and ignore the plane shaking and complaining, this one had no warning at all...<br />
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If this happened on final turn, even with the excellent training we have just had, there is no room to recover before meeting the ground. The only answer is to fix it before it happens. We were told how to spot the skid (the slip ball moves to the high wing) and not to hesitate to fix the situation straight away, whether we are pilot flying or not. That's a lesson I won't forget in a hurry.<br />
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APS teach a fantastic recovery technique that's now drummed firmly into us; push, power, rudder, roll, climb. It works in almost every situation, even if you don't know how or why you got there. But there is one mode of flight where it will not help you — that is the fully developed spin.<br />
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This next video shows what a full spin looks like. We try various controls movements to escape, but as you can see none of them help and some make the spin faster. The only recovery that does work is the one I take at the end of the clip, although I fluff the calls a bit. Well, wouldn't you?<br />
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You can't see the altimeter very well in this video, but from the spin entry to when
the instructor says "recover" we lose 4000 feet in 34 seconds! During
the recovery I lose a further 1500 feet though I did better on subsequent
attempts. <br />
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Being able to recover visually is one skill, but imagine you are flying happily along in the clouds when out of nowhere there is a thump and you are suddenly upside down. Panic? Freeze? Flail around on the controls? A week ago I'm sure I would have done something similar. But now...<br />
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That video shows the instructor using a snap roll to simulate the effects of wake turbulence — flying into the vortices left by a plane in front of you. I am under the hood here, eyes closed, not touching the controls and expecting a typical unusual attitude recovery. I manage to recover from violent inverted upset on instruments in only a few seconds. I am not trying to show off here — I am trying to show how invaluable this training really is.<br />
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Enough of the serious technical stuff. Part of the training is simply taking the fear out of being in unusual attitudes, having a "face full of dirt", and what better way to desensitise than trying our hands at some aerobatics?<br />
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Here is my first (and second) attempt at a Hammerhead. Sometimes incorrectly known as a stall turn, you pull vertically upward until you have almost run out of airspeed, then kick the rudder to rotate the plane sideways into a vertical dive (see picture on the right).<br />
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Sounds awful, but the whole thing happens close to zero g (yes, like in space!) and it is actually quite a gentle experience for the pilot until the pull-out at the end.<br />
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I also managed to fly some reasonable loops, Split Ss and Cuban 8s. To fly a Cuban 8 you do the first three-quarters of a loop, roll back the right way up, pull up into another loop and do the same thing again. The full range of bank and pitch attitudes in a single manoeuvre. <br />
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Certainly not air show quality stuff, but I am very happy to have tried it.<br />
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If you have been to an air show recently, you may have seen a stunt pilot doing a vertical climb followed by a crazy tumbling manoeuvre. This is the <a href="http://en.wikipedia.org/wiki/Lomcevak" target="_blank">Lomcevak</a> (Czech for 'headache'). The plane is flown vertically until almost stationary, then some violent control input I don't understand causes it to do a gyroscopic precession around the rotating engine-crankshaft-propeller assembly. Or something. So when the instructor offered a demonstration, how could I say no? This one is certainly not gentle on the pilot or the plane!<br />
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It just remains to say a big thank you to the amazing staff at APS. All you pilots out there, private and commercial alike, think seriously about getting some upset recovery training like this. It may be expensive, but it might just possibly save your life and others too.<br />
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Before you go, please do consider donating a few points to the very worthy but under-sung causes of prostate and testicular cancer through my <a href="http://uk.movember.com/mospace" target="_blank">Movember</a> page. I haven't quite made it to £100 yet, but even so, here it is at 14 days as promised. Pretty pathetic but I will keep trying...<br />
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* I passed by the wayUnknownnoreply@blogger.com1tag:blogger.com,1999:blog-5697087347243869052.post-64900901898073408682013-11-10T16:40:00.000+00:002013-11-10T19:59:13.277+00:00Hold it!Have you ever wondered how your holiday jet is able to fly thousands of miles with no sight of the ground, descend into the clouds, manoeuvre around, hold, approach the airport and pop out of the bottom of the clouds at exactly the right place, speed and height to land?<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4JR5bAh9cqGdQRVKfWf0keJMiEEpvBGYjNXAC15SdHL3FUwHVdIfDRMyQ6NrFYzhHwwiNAMpj2fG0VuVB6Om3AO7WwdECJCfWRCTEvDVDUSXsH1iv76Lix4LECXZkf3tSIVubXy_NFF4/s1600/bxk-c.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4JR5bAh9cqGdQRVKfWf0keJMiEEpvBGYjNXAC15SdHL3FUwHVdIfDRMyQ6NrFYzhHwwiNAMpj2fG0VuVB6Om3AO7WwdECJCfWRCTEvDVDUSXsH1iv76Lix4LECXZkf3tSIVubXy_NFF4/s400/bxk-c.jpg" width="298" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Buckeye VOR DME C hold and approach<br />
pattern used in our training and tests</td></tr>
</tbody></table>
You might think GPS has something to do with it, and computers and of course autopilots. But no.<br />
<br />
Instrument approaches pre-date all of those, and the essentials are simply the basic flight instruments, a nearby radio beacon, a radio instrument to pick it up and a printed chart of the approach procedure known as a plate. <br />
<br />
And a lot of practice.<br />
<br />
On the right you can see an approach plate, in this case to Buckeye Municipal Airport which is a tiny little public strip near our old base in Goodyear. This is a reasonably complicated plate, and there is a lot of jargon, but it is not as bad as it first looks.<br />
<br />
The main part is simply a drawing of the procedure seen from above. It's not drawn to scale, but just gives the general picture. You arrive from wherever you like and fly to the little round symbol in the middle, which is a radio beacon. Then, you fly round and round the racetrack pattern until you are ready to approach and land. Next, you fly off five miles to the north west, descend a bit, turn around, descend a bit more, go back over the beacon and finally descend and head in the general direction of the runway on the right.<br />
<br />
Underneath is a side view of the same approach, you can see that each part has a specific altitude. There is also a table that give the lowest altitude you are allowed to fly to as you approach the airport. If you still can't see the runway at this point, you must do the missed approach procedure. In this case, turn around to the left, climb, go back to the beacon and start flying round and round again.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://sarasotaavionics.com/images/productimages/ki229.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="312" src="http://sarasotaavionics.com/images/productimages/ki229.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A radio magnetic compass. This model has two<br />
needles, which track two different kinds of<br />
radio beacon. Here, the plane is heading north. There <br />
is a beacon off to the left and slightly behind, and another <br />
ahead and just to the right.</td></tr>
</tbody></table>
The clever part is this whole procedure is defined and flown using just one radio beacon. In the aircraft the we have an instrument called a radio magnetic compass (RMI). It has a needle that simply points to the beacon, and around the outside is a compass card that rotates to show which way the plane is heading. Add in a stopwatch, and provided you remember to reset it every time you cross the beacon you can now pinpoint your position.<br />
<br />
Sounds easy enough, but regular readers will have already guessed the next part... it's not that simple. Firstly, we are flying a plane with sole reference to the instruments, taking care of radio communications and performing various check-lists at the same time. Secondly, interpreting these basic instruments is not easy. And thirdly there is the wind to make the whole thing even more confusing.<br />
<br />
Probably the most difficult part of the procedure is entering and flying the hold — the little race track pattern in the middle. A hold is simply a way to get an aircraft to stay in the same place for a while (aircraft, unlike every other vehicle ever invented, are physically unable to stand still.) It's something we are practising a lot at the moment.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxm1AZBWDPjMsHEhrSKHCOOxgj3goag0CW_5w5pUrb8gknIakmcrjU_vW2k7tNZG5PJ0YG8LJpRlK1TbLPytSxzQ-YsFcWRnlqqU-R73ob64rst83SbOa0v8szQdywMo-oxw0ZvERcRjA/s1600/entries.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxm1AZBWDPjMsHEhrSKHCOOxgj3goag0CW_5w5pUrb8gknIakmcrjU_vW2k7tNZG5PJ0YG8LJpRlK1TbLPytSxzQ-YsFcWRnlqqU-R73ob64rst83SbOa0v8szQdywMo-oxw0ZvERcRjA/s1600/entries.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Three ways to enter a hold, depending on<br />
the direction you approach the beacon.</td></tr>
</tbody></table>
The hold always starts at a radio beacon, and it is defined by the compass direction (track) of the straight part heading towards the beacon. This has to be flown for a specific amount of time, usually one minute. Then the pilot turns — usually right — using a standard rate turn (three degrees per second), flies on the opposite heading for a minute. Another turn to the right and in an ideal world they are back on the inbound track one minute from the beacon.<br />
<br />
The wind can make a right mess of this. If there is a cross wind component, you can correct for it on the way inbound by flying whatever heading keeps the needle pointing to the required ground track (the one on the plate). But to do this, you do need to get onto the correct track pretty early so you have time for the trial-and-error procedure required to find the heading. Confused? See <a href="http://futureairlinepilot.blogspot.co.uk/2013/07/blowing-in-wind.html" target="_blank">blowing in the wind</a>.<br />
<br />
On the other three parts of the hold — the outbound leg and the two turns — you have no beacon to track to and hence no point of reference. In theory, if you needed a certain amount of correction on the inbound leg, say 5 degrees left, then you should need three times this amount on the outbound leg but in the other direction — 15 degrees right. This is because the wind is blowing you off course during both turns as well as the outbound leg, a total of three minutes of wind needs to be accounted for.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: auto; margin-right: auto; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWDlWhNrJaC8W_ffNEtWsuga42ddOPV7KjCYcwYGcfzjv4RjPKuzCkYRmVSnpMW42c4JzYT_tqUdzamO5rnroUgCJAI23VhX0oCIqRF53Exz26rK4EWFXnDZrrqHCJ2wI4ilMqhZ8r8iE/s1600/hold.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWDlWhNrJaC8W_ffNEtWsuga42ddOPV7KjCYcwYGcfzjv4RjPKuzCkYRmVSnpMW42c4JzYT_tqUdzamO5rnroUgCJAI23VhX0oCIqRF53Exz26rK4EWFXnDZrrqHCJ2wI4ilMqhZ8r8iE/s320/hold.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An early attempt at the Buckeye hold on a windy day.<br />
You can see the strange shape of the turns caused<br />
by the cross wind, and also where I got confused<br />
and applied the wind correction the wrong way on one<br />
of the circuits. The red blob is the beacon. The<br />
wind appears to be from the south east here.</td></tr>
</tbody></table>
Head or tail wind components muck up your timing. In order to get the required one minute inbound, you have to adjust your time outbound. Again, it is trial and error though you do have some idea what to expect before you start from the winds aloft forecast. These are the purple numbers I have scrawled on the plate. <br />
<br />
What you should end up with, after a few circuits, is a kind of egg-shaped pattern with the into-wind turn being tighter than the down-wind turn, and the outbound leg skewed to connect them together. What we tend to end up with is a right mess that looks like someone just dropped their knitting.<br />
<br />
There is a lot more to it than this... there is the entry to the hold to get right, there are various 'gates' that are used to monitor your progress around the pattern and so on. I won't bore you with the whole lot, if you would like to find out more, <a href="http://www.pilotlist.org/zahar/howto.htm" target="_blank">here is a good explanation</a>. <br />
<br />
I have a couple more lessons to practice this on Monday before yet another progress test. Following this I have one final solo. That will be the last time I fly a single engine aeroplane on the course, as the following week we start on the Seneca. Apart from having two engines, it is fitted with retractable gear, variable pitch propellers, superchargers and flies about 50% faster than the Warrior. Twice as many knobs and levers and a lot less time to think!<br />
<br />
I am also doing the <a href="http://apstraining.com/" target="_blank">APS upset recovery training</a> course next week which should be an eye-opener. They use aerobatic <a href="http://www.extraaircraft.com/" target="_blank">Extra 300</a> stunt planes to explore all sorts of crazy flight attitudes and conditions from inverted to spins and of course how to get out of them.<br />
<br />
It's going to be quite a week.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgibj0Cmmy6AaoXZp1uLmCCv5xDcN42qarNoAFQX4wgm2_kTEkGZ0VoK6jVKPyKyc5LuOOIIjXE8_p5nX_ww1lTLcn5242anuEKOvFBOKEkyKfTG1QnR3UsgAmSCHT6-2aE_ZdWukukvqk/s1600/seneca.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="286" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgibj0Cmmy6AaoXZp1uLmCCv5xDcN42qarNoAFQX4wgm2_kTEkGZ0VoK6jVKPyKyc5LuOOIIjXE8_p5nX_ww1lTLcn5242anuEKOvFBOKEkyKfTG1QnR3UsgAmSCHT6-2aE_ZdWukukvqk/s640/seneca.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The next challenge; getting to grips with the Piper Seneca</td></tr>
</tbody></table>
<br />Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5697087347243869052.post-51730800334479530922013-11-01T18:37:00.002+00:002013-11-01T18:46:51.051+00:00Cross Country Qualifier and Movember<h3>
Cross Country Qualifier</h3>
On Tuesday I was able to squeeze in my cross-country qualifier when a schedule change unexpectedly freed up a day. There's a massive amount of planning required as it essentially counts as three separate trips, so I completed as much as I could the night before and caught the first bus at 4.30am to complete the rest at school.<br />
<br />
Tuesday was far from a typical Arizona autumn day — in fact it was more like a typical UK autumn day. Temperatures were relatively low which is a good thing, but so was the cloud which is not so great. At times the cloud base was forecast down to 6000' or even 4000'.<br />
<br />
But the interesting part was the winds, which at 6000' were forecast at 24 knots (about 28 mph) and the surface winds looked strong and gusty to the south. A few months ago I would have not attempted to fly. I knew it would be challenging, but I was (just) within my limits on all the forecasts and provided there were no delays, I would be technically good to go. All I had to do was persuade the duty instructor! I finally succeeded, but it took half an hour and put me even closer to the out-of-limits surface winds forecast at Ryan.<br />
<br />
There was no chance of cruising at my planned 8500' on the way to Ryan due to the cloud, and even 6500' was close. I was using the flight following radar service as usual, but as I got near to Ryan, Tucson Approach started to direct me to different headings and altitudes (radar vectoring) rather than just monitoring me. That was new.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi9un6OmrHvng41res6noUhocLMbvWvuU3XHUh5_yJ8zow1ZsbrGCacb-DTECDVSpD3LARu5zhLfpiXk4s7daO2Kf21ntCec9DRHNCimDQFjinJuvhdt5z5j5gaZbud1q9tms-J_36eoEQ/s1600/ryan.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="227" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi9un6OmrHvng41res6noUhocLMbvWvuU3XHUh5_yJ8zow1ZsbrGCacb-DTECDVSpD3LARu5zhLfpiXk4s7daO2Kf21ntCec9DRHNCimDQFjinJuvhdt5z5j5gaZbud1q9tms-J_36eoEQ/s400/ryan.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Cessna landing at Ryan</td></tr>
</tbody></table>
As I approached to land, Ryan tower reported the wind at 21014KT20 which in English means 16 miles per hour gusting to 23 miles per hour and coming from the south-south-west.<br />
<br />
The runways at Ryan point 240 degrees or south west — 30 degrees off the wind direction — meaning I had a 10 knot cross wind and a 20 knot head wind. Bang on my maximum. Happily though the landing went really well on the first attempt, and I quickly refuelled and got back into the air before the winds got any worse, fairly confident that conditions were better to the north.<br />
<br />
The next leg out to the west was even more interesting. The strong cross winds meant I had to take some dramatic <a href="http://futureairlinepilot.blogspot.co.uk/2013/07/blowing-in-wind.html" target="_blank">correction angles</a> — up to 25 degrees — which looks very odd. You point the plane one way, and actually fly in an entirely different direction! As I approached the familiar Table Top Mountain, there was a series of text-book <a href="http://futureairlinepilot.blogspot.co.uk/2013/02/were-through-to-phase-2.html" target="_blank">wave clouds</a>, long parallel sausage shapes.<br />
<br />
Unfortunately they were well below my altitude, forcing me to descend to about 4000' to get clear below. I radioed Albuquerque Centre to let them know I was descending, and they promptly terminated my radar service, which was not the outcome I was looking for! Not their fault though, below about 5000' they simply can't see us on their radar.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgY1dENI4IC5ekDcbakmdMQhe00uSx3bWotYTnSJP0pG-6iykmJozrUofdnu5V202_GsMuXV4MWDQZPU8sIiNMxwrmum7xBuq7P5lR-R-Jkk6uusChBLLqYLSls6SMbLXQrRrIJk1LcjlE/s1600/TCAS+II.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="290" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgY1dENI4IC5ekDcbakmdMQhe00uSx3bWotYTnSJP0pG-6iykmJozrUofdnu5V202_GsMuXV4MWDQZPU8sIiNMxwrmum7xBuq7P5lR-R-Jkk6uusChBLLqYLSls6SMbLXQrRrIJk1LcjlE/s320/TCAS+II.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A TCAS (traffic collision avoidance system) similar<br />
to the type not fitted in our aircraft.</td></tr>
</tbody></table>
As I turned north again towards Goodyear, the weather steadily improved and the winds dropped making the rest of the flight uneventful. I felt quite nostalgic to be back at the <a href="http://futureairlinepilot.blogspot.co.uk/2013/10/goodbye-goodyear.html" target="_blank">now quiet Goodyear</a>. Time for a quick lunch break, more fuel, and back in the air for the final leg.<br />
<br />
This too was a busy flight. The cloud had pushed everyone down to similar altitudes making the practice areas very busy. Without any technical wizardry to spot other aircraft in our vintage Warriors, we rely on look out and radio calls. 4500' was just so popular that in the end I chose to fly an unconventional 4300' just to give a bit of extra safety margin and was scanning like a crazed owl.<br />
<br />
After 300 miles, landing at three airports and five hours in the air, I was back at Falcon, tired but happy. Job done. Strange to think that, professionally, that was my last ever solo. If I didn't fly privately I could work until I was 65 and pilot an aircraft alone again.<br />
<br />
<h3>
Movember</h3>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjNDUbcRjs4S20WJCt0TUPrV2xxoJdCPHkz0qDQfT8jUnvk3HWF5SYlrqhEP73ISg05ce9l1OcrxI6wNLGs_BtdqVV5w-37BRPkms72LBbjmsk6G_Zk79yG3sy7Q-rkHnP6yzDNjLU6II/s1600/facialhairplanez_2.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjNDUbcRjs4S20WJCt0TUPrV2xxoJdCPHkz0qDQfT8jUnvk3HWF5SYlrqhEP73ISg05ce9l1OcrxI6wNLGs_BtdqVV5w-37BRPkms72LBbjmsk6G_Zk79yG3sy7Q-rkHnP6yzDNjLU6II/s320/facialhairplanez_2.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Hair-O-Plane, yesterday.</td></tr>
</tbody></table>
This blog has had — amazingly — over 21,000 hits to date. Clearly there are a lot of people out there who enjoy reading it, not just friends and family. I'm hoping to persuade you all to part with just a little tiny bit of your hard earned cash for a very good cause; it's <a href="http://uk.movember.com/mospace/" target="_blank">Movember</a>!<br />
<br />
Yes it's that time of year when we grow ludicrous facial hair in an attempt to raise some cash for vital research into key men's health issues including prostate and testicular cancer.<br />
<br />
I know, growing a moustache hardly compares to running a marathon or doing a <a href="http://darthvalley.com/" target="_blank">six-minute-mile in Death Valley in midsummer dressed as Darth Vader</a>, but hey it's not as easy as it sounds. <br />
<ol>
<li>It's against the school uniform code</li>
<li>I am going to look stupid for a whole month</li>
<li>My wife hates the idea (she will be paying for me to shave it off)</li>
<li>It will probably be ginger</li>
</ol>
So have a heart and <a href="http://uk.movember.com/mospace/7406093" target="_blank">bung me and my team a couple of pounds</a>. For each £100 I raise I will release a photo of my progress. You have been warned.<br />
<br />
<a href="http://uk.movember.com/mospace/7406093" target="_blank">Go on</a>, it only takes a moment. Thank you!Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5697087347243869052.post-61459250759596477732013-10-28T22:18:00.003+00:002013-10-28T22:22:27.901+00:00Copper State Fly-in<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGLg8MdHpzsZdh4NuVw6SNXhMpn3tXeai-etkgxHPuKlAdGQxKImuObuU5Qhiz883xEUpEvqEoHAw129JyGH8J34SNkUhnbP8pPaEhFZUQ9RqgwPpYkZMHW-ApB15wzGIcR-Ws4s9NVk4/s1600/all+navs.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhGLg8MdHpzsZdh4NuVw6SNXhMpn3tXeai-etkgxHPuKlAdGQxKImuObuU5Qhiz883xEUpEvqEoHAw129JyGH8J34SNkUhnbP8pPaEhFZUQ9RqgwPpYkZMHW-ApB15wzGIcR-Ws4s9NVk4/s400/all+navs.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">All my solo navigation flights to date - it's fair to<br />
say we are quite familiar with the local area now.</td></tr>
</tbody></table>
On Friday I flew and passed progress test three, which went really well. It is a visual navigation test based on "dead reckoning", meaning that you plan the route before hand on the chart, figuring out all the timings and headings in advance.<br />
<br />
If you do your maths right, fly carefully and have an accurate wind forecast you should find yourself at each planned point at exactly the planned time. This rarely happens. But on Friday it all came together, I don't think I was ever more than a minute or a mile out even on the diversion leg, which is planned in the air.<br />
<br />
After this, we did a practice forced landing from a simulated engine fire onto a little dirt strip, and a couple of "touch and go" landings at a different airport before returning to base. Everything went smoothly, and the few small errors I did make must have gone unnoticed as I was given top marks for the test. What a contrast to progress test two!<br />
<br />
This week is looking very slow on the training front while I wait for
the others in the group to pass their tests (I am keeping everything crossed hoping we will be home for Christmas). But I should be able to fly
my cross country qualifier. This is a minimum 300 mile solo flight with
full landings at two other airports. It will be a long day but I think a
lot of fun as well. It will be pretty much the last solo flying I will do, as
we don't get to fly solo in the twin engine aircraft sadly. <br />
<br />
In other news, British Airways have just re-opened their <a href="http://www.britishairways.com/careers/futurepilot/futurepilot_home.shtml" target="_blank">Future Pilot Program</a> for round three. If you or anyone you know would like to apply, don't hang around as they generally only give you a few weeks to apply. It's good news for us as well, it seems the demand for pilots to fly the new A320 fleet out of Gatwick is greater than expected and the jobs are there waiting for us next year.<br />
<br />
<h3>
Copper State Fly In</h3>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirLvgFfcXbXGkISvR7_fuc88MBHgADgt08_6yb0TuUf4KIDTMNzgvTagisACOc0SRalnQlE-8POmuvErFzSwdY9lnQBs0M6Qj_9kD3Oy-W7rbxFHCn4RKlVfY4BT2laQpQ7m_UVLYMfVY/s1600/DSC05218.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="371" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirLvgFfcXbXGkISvR7_fuc88MBHgADgt08_6yb0TuUf4KIDTMNzgvTagisACOc0SRalnQlE-8POmuvErFzSwdY9lnQBs0M6Qj_9kD3Oy-W7rbxFHCn4RKlVfY4BT2laQpQ7m_UVLYMfVY/s400/DSC05218.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Four planes line up for a formation takeoff, while the <br />
Stearman and its baby replica (below) show off</td></tr>
</tbody></table>
Last week, on pain of torture, we students were strictly forbidden to fly anywhere near one of our neighbouring airports, Casa Grande. The reason? Something called the <a href="http://www.copperstate.org/csj/" target="_blank">Copper State Fly In</a> was being held there, one of the largest in the US. What is a fly-in exactly? I wasn't sure really, but I was willing to find out so a friend and I decided to drive down and see what was happening.<br />
<br />
What we found was basically organised chaos. The entire apron, and several dirt lots, were completely full of parked aircraft of all types. Some of them were clustered in groups, such as the ultralights and the kit-built planes, while others seemed random. If there was a pattern, it seemed to be the more interesting your plane, the nearer you could get to the middle where the action was.<br />
<br />
Milling around the area were hundreds of people admiring the machinery and chatting to the owners. Planes were constantly arriving and departing from the single, uncontrolled runway. Some just flew circuits but others showed off their formation flying or did low passes over the runway. Planes constantly taxiied in and out of the busy apron, and how no body got minced by a prop I do not know. This sort of thing would never be allowed in the UK!<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg474jtPXcTun5dbAuY6DqjAnnNbB9oEUPzznILFZiByNhuUfHzelwOtkpvif02npR_D0y5Gdmo1Ywo3rpEpUK2UECAoXohu2qJ0gyWyEn1E8R4LDI1ftsV8jXKoPhTBoFzujHzbw7qeZI/s1600/DSC05207.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="229" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg474jtPXcTun5dbAuY6DqjAnnNbB9oEUPzznILFZiByNhuUfHzelwOtkpvif02npR_D0y5Gdmo1Ywo3rpEpUK2UECAoXohu2qJ0gyWyEn1E8R4LDI1ftsV8jXKoPhTBoFzujHzbw7qeZI/s320/DSC05207.JPG" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The awesome Lightning kit-build two seater. I want one!</td></tr>
</tbody></table>
There was a strong show from the experimental and home-built categories, a popular and affordable option for private ownership, if you have the time and skills. These are certainly not the shonky box-like death traps you might imagine, but often very modern, high performance composite aircraft with advanced avionics. Take a look at the <a href="http://www.flylightning.net/" target="_blank">Lighting </a>for example - it can cruise at 140 mph while burning 5 gallons per hour and is fully aerobatic. Not bad for something you can knock up in your garage in a few hundred hours.<br />
<br />
The <a href="http://www.azcaf.org/" target="_blank">Commemorative Air Force</a> museum also put on a good show with an impressive number of still-flying and very highly polished WWII era planes including a B25 twin-engine bomber that was so shiny you could see your face in it.<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgM4XxEKu2TGFzvtbJDz7suz3qou0kQ_z3Izu81rvvO4NWqTr0qwVV1c6aizQJdYnPsc-R0ELokp4fMSffVhHu3eN8Vi3G3GpN6lOj2ctefaaJay8YYsMZDTp_H5NPFj3BeyFCPkMFj5Nw/s1600/DSC05215.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="339" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgM4XxEKu2TGFzvtbJDz7suz3qou0kQ_z3Izu81rvvO4NWqTr0qwVV1c6aizQJdYnPsc-R0ELokp4fMSffVhHu3eN8Vi3G3GpN6lOj2ctefaaJay8YYsMZDTp_H5NPFj3BeyFCPkMFj5Nw/s640/DSC05215.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Another kit aircraft, the <a href="http://www.cozyaircraft.com/" target="_blank">Cozy </a>has the engine and prop at the back, the <br />
elevator at the front and the fins and rudders on the wing tips.<br />
Either a genius design or plain contrary I'm not sure...</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqQelh5LET_cPf67xKON8E8lCgzuQvpDN8jQTWQZyS8EVN_oF8c8VBoGqFsl0Sl3ClVq0ZEALUgjibxNuWglhrRCIL-nWWi7AcN1-B_XJM80x-RBvNh8gdy3h5F0-hYmRSAKuxH_F078A/s1600/DSC05209.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="492" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqQelh5LET_cPf67xKON8E8lCgzuQvpDN8jQTWQZyS8EVN_oF8c8VBoGqFsl0Sl3ClVq0ZEALUgjibxNuWglhrRCIL-nWWi7AcN1-B_XJM80x-RBvNh8gdy3h5F0-hYmRSAKuxH_F078A/s640/DSC05209.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Little and large!</td></tr>
</tbody></table>
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkXtx4sGBtmKOnHlfPwkKOQQFALGC2wlZOooxXpsmFBhfl_0Xc-DDSok_iRKCq5pbDt8BxYDV2Z_F_ljq5QE6Gw3KLNxw4vu4LvHkzXXhRV-F-PxrvzMEWXbExE1hUWx-YftGoXjN3YPY/s1600/DSC05212.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkXtx4sGBtmKOnHlfPwkKOQQFALGC2wlZOooxXpsmFBhfl_0Xc-DDSok_iRKCq5pbDt8BxYDV2Z_F_ljq5QE6Gw3KLNxw4vu4LvHkzXXhRV-F-PxrvzMEWXbExE1hUWx-YftGoXjN3YPY/s640/DSC05212.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Someone has got far too much time on their hand for polishing.</td></tr>
</tbody></table>
<br />Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5697087347243869052.post-75556445175356649732013-10-20T20:00:00.001+01:002013-10-20T20:00:24.317+01:00Two Phoenix Transitions<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZoLWnvjgKXNs3TRZnAjH3talvbg-k1UNMwkhjVztSy10gTsB7hHo_lSuarxHBw1J5207wIwMGSSucejEL0N1sNumrtWega1VLMV1GtANz4FJlZWVcunhRmcOJ4l7-lGzPeimiC1Wmd1U/s1600/IMAG0019.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="328" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZoLWnvjgKXNs3TRZnAjH3talvbg-k1UNMwkhjVztSy10gTsB7hHo_lSuarxHBw1J5207wIwMGSSucejEL0N1sNumrtWega1VLMV1GtANz4FJlZWVcunhRmcOJ4l7-lGzPeimiC1Wmd1U/s640/IMAG0019.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The flight line at dawn - Red Mountain in the background</td></tr>
</tbody></table>
<h3>
Phoenix Transition 1</h3>
As predicted, our move to Falcon Field over on the east side of Phoenix has not gone entirely smoothly. The operation here is cursed with a horrendous computer system for planning and dispatch that is the source of a lot of stress, maintenance is a perennial problem and I don't think the staff were quite ready for the extra workload of 45 extra students, 10 instructors and two more aircraft fleets.<br />
<br />
Despite the wrinkles, we are making slow but steady progress and getting familiar with the area. I have been lucky with another excellent instructor who also happens to be an examiner and hence knows exactly what we need to learn for the tests.<br />
<br />
Yes, another test is looming — progress test three — due around the end of this week. This one is a navigation test, where a flight is planned and flown on visual 'dead reckoning' techniques, no radio aids or GPS allowed!<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHiQ9PD-NbUe69QX-EO-Vy4yXKHBCFsGTaPqQcQp6PYaXnyxMvFAg2AymApAAAj9yWG7Mv-vgc0SoUnYgbdK2nLIhSR_KuMqBKPFlVRH7yf0Fvzukj4irSJQpK0JxOItR4a65OHZecjh4/s1600/IMAG0034.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHiQ9PD-NbUe69QX-EO-Vy4yXKHBCFsGTaPqQcQp6PYaXnyxMvFAg2AymApAAAj9yWG7Mv-vgc0SoUnYgbdK2nLIhSR_KuMqBKPFlVRH7yf0Fvzukj4irSJQpK0JxOItR4a65OHZecjh4/s400/IMAG0034.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Falcon Field - our new home base</td></tr>
</tbody></table>
At some point en route the examiner will call for a diversion. We then have a few minutes to plan a new leg in the air, figuring out the distance, time and heading (accounting for wind), altitude, fuel burn and arrival time. Arrival at the diversion point must be within three minutes of our stated time, which is actually a lot more generous than it sounds. The hardest part is flying the aircraft competently and keeping a good lookout while our head is down and hands are busy figuring out all this stuff.<br />
<br />
It is also a dead-cert that at some point the engine will "catch fire", and we will need to execute an emergency descent to a forced landing on a suitable spot with all the associated checks. A forced landing in a small plane is really no different to a normal landing in a glider, except the glide ratio is a lot worse and there are no air brakes, so good judgement of our height relative to our landing spot is needed. We don't actually touch down in the desert of course, once the examiner is happy the engine will magically restart and we "go around" which is simply a full-throttle best-climb get-the-hell-out-of-there manoeuvre.<br />
<br />
<h3>
Airspace</h3>
<br />
Phoenix has some of the busiest skies in the world. Of course, there are commercial jets in and out of Sky Harbor, one of the world's busiest airports. But the good weather and large distances attracts lots of general aviation (small private planes) and skydivers. Then there are extensive military operations, helicopters, some gliding and ballooning and of course heaps and heaps of student pilots. One of the ways this mess is kept in some sort of order is through classes of airspace.<br />
<br />
An airspace is simply a defined region of space that has special rules attached to it. They may start at the surface or they may be suspended in mid air. Their boundaries are clearly shown on our maps, but sadly no one has yet worked out a way to mark them in the sky so these vital boundaries are totally invisible to the pilot.<br />
<br />
Some types of airspace are strictly off-limits to us, and entering them even if briefly and accidentally has serious repercussions. Prohibited and active restricted areas fall into this category, as does class B airspace such as the one protecting the busy Skyharbour international airport.<br />
<br />
Others we can use, but only if we follow the correct procedures. Our own base for example is a class D airspace, which means we can only enter if we are in communication with the control tower.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgn7m4SYTAXW7dgJ7kwE2C0YCX48LVy3BpHnS02hgSrRF3b34ryqijRD9TnwReqBgCBfMOWGi2zGIXacyIvvVzCpner0pAsxO3OPX-Ls2mMoLB7FQlkCQTFreJ4CONqcUvp6GnAPO0t2gY/s1600/local.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="555" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgn7m4SYTAXW7dgJ7kwE2C0YCX48LVy3BpHnS02hgSrRF3b34ryqijRD9TnwReqBgCBfMOWGi2zGIXacyIvvVzCpner0pAsxO3OPX-Ls2mMoLB7FQlkCQTFreJ4CONqcUvp6GnAPO0t2gY/s640/local.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Airspace around Falcon Field </td></tr>
</tbody></table>
<br />
<br />
There is a <i>lot</i> of other airspace near Falcon field. Just to the west we have Sky Harbor's class B starting at 2700'. Our airport is at 1400' and we fly the pattern at 2400' so this does not give a large margin for error.<br />
<br />
To the south we have the busy Phoenix Mesa Gateway airport which operates regional passenger jets. It has not only a class D zone to 3900' but also an instrument approach, which means large, fast traffic will approach the airport through 'our' practice area without looking where they are going.<br />
<br />
Just south-east of this is restricted area R-2310 which for years lay dormant, but is now used for testing unmanned military drones. Let's not tangle with those!<br />
<br />
Above all this, between 5000' and 10,000' is a huge aerobatics box used by a local company for <a href="http://apstraining.com/" target="_blank">upset recovery training</a>. We will be doing this course soon, which is going to be an amazing experience, so I'm not moaning too much about that one.<br />
<br />
Finally, a little further south we have some very busy parachuting areas and some radio beacons where a lot of people practice holds and instrument approaches. These latter two are not strictly airspace, but definitely best avoided.<br />
<br />
<h3>
Phoenix Transition 2</h3>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGEk_Vqr_Mg7lagjO8UV5T6kLe5l1rs_YOQHZG8ASl05KQEyZN0jumMjq844XSjK7vLiYpOWOzDlgrNxL0zNHDsf3nv5zca8R6pLIlDK_RHBp98wbo_8yeKaB_b7FcxSIuZYGf8Zx8Ito/s1600/IMAG0033.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="248" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGEk_Vqr_Mg7lagjO8UV5T6kLe5l1rs_YOQHZG8ASl05KQEyZN0jumMjq844XSjK7vLiYpOWOzDlgrNxL0zNHDsf3nv5zca8R6pLIlDK_RHBp98wbo_8yeKaB_b7FcxSIuZYGf8Zx8Ito/s320/IMAG0033.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sky Harbor seen from the transition</td></tr>
</tbody></table>
Phoenix Sky Harbor has its three runways running east-west, and with its extensive airspace and constant traffic it effectively cuts the entire area in half making it very difficult and long-winded to fly from the north to the south of the city and visa versa.<br />
<br />
To address this problem there is a special route called the Phoenix transition. This allows small aircraft flying visually to enter the class B airspace and fly straight across the ends of Sky Harbor's runways.<br />
<br />
Although this sounds balmy, flying at right-angles over the middle or ends of a runway is fairly safe as all the traffic taking off and landing will be well below you. You will only be in anybody's way if they make an early go-around or missed approach, meaning they didn't like their approach to land and want to climb up and try it again. Plus you have air traffic control keeping a close eye on things for you.<br />
<br />
Still, it is not something to undertake lightly and student pilots are not permitted to try it. So it was a nice surprise when our instructor decided to shoot the transition during a lesson last week. It was quite an experience trundling overhead down-town Phoenix and one of the world's busiest airports, the heavy traffic passing just below. <br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgatLttqsMQcRXlckUIIWtNUY7hoUP3yFJG62jwRDsL7WktRAX1PEXkJdp_iOJNJCd_Yrmooc1WuTYGewoVbiwaHlhE8ttSfqZyK1-YF2COh5B9FyfshvfioHm8_8MkXKYjbt_HbUvHSlQ/s1600/IMAG0031.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgatLttqsMQcRXlckUIIWtNUY7hoUP3yFJG62jwRDsL7WktRAX1PEXkJdp_iOJNJCd_Yrmooc1WuTYGewoVbiwaHlhE8ttSfqZyK1-YF2COh5B9FyfshvfioHm8_8MkXKYjbt_HbUvHSlQ/s400/IMAG0031.jpg" width="326" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Downtown Phoenix, with the Chase Field baseball<br />stadium in front, roof open.</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
<br />
<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-24124534717835394942013-10-02T00:10:00.000+01:002013-10-02T00:10:08.975+01:00Goodbye Goodyear<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7tznqMISaSDGMbFVU9aFjQZsvcKgelF3PacdP3GwEwZvdAgbW0Nuw-zZXCxmzYcdbAKrklQpC5PNxljuT5f2HquLri4xOCruofmaKMEGajKUvrZ4tawvM65qmLIpFW54lDZ545XSv_E8/s1600/ramp.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7tznqMISaSDGMbFVU9aFjQZsvcKgelF3PacdP3GwEwZvdAgbW0Nuw-zZXCxmzYcdbAKrklQpC5PNxljuT5f2HquLri4xOCruofmaKMEGajKUvrZ4tawvM65qmLIpFW54lDZ545XSv_E8/s400/ramp.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The school parking ramp looking is deserted as the planes<br />are shuttled over to Falcon Field</td></tr>
</tbody></table>
No, sadly I am not headed home just yet, but we are saying our goodbyes to Goodyear municipal airport. After nine years, the flight school is leaving and relocating to Falcon Field way over on the other side of Phoenix.<br />
<br />
We have mixed feelings about the move; it seems to be due to corporate machinations rather than anything aviation related, and it is a shame to lose such a great base just for financial reasons. The new base is massive with lots of flight schools operating from a large new building, and the airspace around the twin-runway airport is positively buzzing with students from around the world. To move to a busier and therefore arguably less safe airspace does not make sense to me, but what do I know? I am just a lowly cadet.<br />
<br />
Unfortunately my instructor has resigned (again — I hope I don't get a reputation) so it looks like there could be some delays ahead. In anticipation I have been packing in as much flying as I can in the last fortnight. As a result I am nearly two-thirds of the way through the course.<br />
<br />
I am now just shy of the 100 hours milestone — one of several points in a pilot's career at which he is at the greatest risk statistically. Why? I suspect it is the point that you really feel that you know what you are doing, but you are very wrong! I will try to remember that I am still very much a beginner.<br />
<br />
Today I flew the last of three land-away double solo trips. It was a fiendish route with a ridiculous number of turn-points several of which were difficult to spot. But it went really well, and it was a joy to fly in the smooth air of autumn now the temperatures have reached sensible levels and the turbulence has abated. The cafe at Chandler Municipal Airport is now my favourite, and I hope that we will be able to make it a regular stop after the move. I think Goodyear will also be a regular stop, one tinged with nostalgia for students and staff alike.<br />
<br />
Until next time. Goodbye Goodyear!<br />
<br />
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<br />Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5697087347243869052.post-62753248125443049162013-09-21T02:13:00.005+01:002013-09-21T21:45:27.345+01:00Training wheels are offSo much as happened since my last post I don't really know where to begin.<br />
<br />
Yesterday I flew and passed my second progress test, although only just. Luck was not on my side as I had the schools most famously strict examiner and a nasty hot, rough afternoon to fly in. I didn't do myself justice but at least I got through.<br />
<br />
So after feeling a bit down about the test, it was wonderful to fly today's solo navigation flight which could not have been more different. It was a calm, mild day (only 32C), I was assigned one of my favourite planes. The route was familiar but also had some longer legs which allow just a little time for sightseeing and contemplation.<br />
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For us, the person in the right seat is either an instructor or an examiner which means stress, concentration and hard work. It's great to get up alone and be the master of your own schedule. Every check feature and turn-point appeared at the right time, in the right place just as my planning said it would. Visibility was almost unlimited at 7500', the desert was looking majestic and I could look down at Phoenix far away festering under a yellow sheet of its own pollution. Once back at base, I threw in three glide circuits just to check I had not <i>really </i>forgotten how to glide and land properly, and they too went perfectly. If only I could have flown like that yesterday; c'est la vie.<br />
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<h3>
Solo navigation</h3>
<br />
Much of our time now is spent on solo navigation routes. These are flown with good old fashioned "dead reckoning" techniques as used by sailors for centuries, with a bit of help from radio navigation aids. We do have some very nice GPS units in the planes which will navigate for you, but frankly that is just cheating.<br />
<br />
The routes typically take about two hours, and the school supplies a list of the points they would like us to fly to. The rest is up to us, and there is a great deal of planning and paperwork required before we can actually fly.<br />
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The night before, we can mark the route on the map. This is not simply a line, but all the information we need for the flight. There will be checkpoints chosen so we can monitor our progress, drift lines to help assess wind, information on altitudes, headings and times to fly for each leg, radio frequencies to use, airspace to watch out for and so on. This is the most time consuming part.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoWXYG71nu2W_H47VnJZ6TN5SjbkGhrS5YRshs5g1u9wWGgGmhKmEqs7_aqtW3bf748hg0_qrkPlhF1EmZkl2B1RD2nNp_E9N7MbKspvCTDQiadKNo46B1i2Tp2g2Tcgoud42ko1rDHkw/s1600/map.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="190" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoWXYG71nu2W_H47VnJZ6TN5SjbkGhrS5YRshs5g1u9wWGgGmhKmEqs7_aqtW3bf748hg0_qrkPlhF1EmZkl2B1RD2nNp_E9N7MbKspvCTDQiadKNo46B1i2Tp2g2Tcgoud42ko1rDHkw/s400/map.jpg" width="400" /></a></div>
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The next job is the flight log, which is a kind of manual spreadsheet. Starting from the bearings and distances from the map, we have to work out what headings and times to actually fly. This does not sound too hard, but there is a lot to take into account; magnetic variation and wind affect the heading (which way you point the aircraft to achieve a particular direction on the ground). Wind, pressure and temperature all affect your ground speed which can be quite a bit different from the speed indicated in the aircraft. The flight log comes along with us and gets scrawled on extensively during the flight with timings, frequencies and any other information we wish to record.<br />
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Then there is the flight plan form to complete and file over the phone, the mass and balance to calculate, the risk assessment to complete and the all-important weather briefing. All this gets presented to the duty instructor to pick holes in, who will grumble a bit and finally authorise the flight and endorse our logbook. Finally there is just the dispatch log-out sheet and the aircraft tech log to complete. For every hour flying, there is probably another hour of paperwork to go with it.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaNNt_GX-jM9HuT-mIyNdhK6aLH4omLejOA2HDEBaTAzfEFU3r4SQW4GVW17O3zpobvLRuXuWfJkQpoIMiO-QWF4Sz9zEvF795921htsZRKV1P2Gd2xRZqad8kKV5AbJ2Ko8NlU6K3eHI/s1600/paperwork.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="231" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaNNt_GX-jM9HuT-mIyNdhK6aLH4omLejOA2HDEBaTAzfEFU3r4SQW4GVW17O3zpobvLRuXuWfJkQpoIMiO-QWF4Sz9zEvF795921htsZRKV1P2Gd2xRZqad8kKV5AbJ2Ko8NlU6K3eHI/s400/paperwork.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Just some of the paperwork for tomorrow's flight</td></tr>
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Flying the routes is very busy at first. In addition to the usual aircraft handling and numerous <a href="http://futureairlinepilot.blogspot.co.uk/2013/07/about-to-write-blog-checklist-complete.html" target="_blank">check lists</a> we are navigating using the planned data and the map, trying not to get lost and fanatically looking out of the windows like a crazed meercat for other planes.<br />
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At the same time we need to talk to a lot of different people on the radio. We have two radios, each of which can be tuned to two frequencies and flipped between them. Even so, there are times when I wish there were three.<br />
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We will always be tuned to a frequency for the local traffic so we can report our position and listen to where everyone else is. The flight plans we file have to be activated by radio. If we are lucky, Phoenix Sky harbour or Luke Air Force Base will give us a radar service called "flight following" where they keep an eye on us and maybe warn us about traffic and other hazards. Usually though, they cannot be bothered. We need to talk to air traffic control when arriving and departing, and finally most airports have a recorded weather/information service we are required to listen to.<br />
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After all this planning and flying, we have a bit of down time then it is time to start all over again. In this case, doubled... <br />
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Tomorrow is another big day; my first land-away solo. This time the route heads way down south out of familiar territory and all the way to Tucson. Here I must land at a strange airport, run by mean and scary controllers (maybe), figure out how to refuel the plane and myself, then fly a different route back. Twice the paperwork yes, but I'm sure more than twice the fun.<br />
<br />
<h3>
Sightseeing</h3>
<br />
After a wonderful three-week visit by my wife, where we squeezed in all sorts of tourist stuff around my flying schedule, she had to go back home last week to work in rainy old England. Sounds very unfair I know, but I'm sure the boot will be on the other foot in a few years time.<br />
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I will leave you with some pictures of our travels around Phoenix, Tucson, Patagonia and the surrounding countryside. Until next time.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGq0Gzg3er893VM5uUOBkZ9Nb4k04VtRb_kN5ni76wUR2dQqEpQ6llBGbF2_FnyIrHjL6r5CCwRbPKn3R97Xle42ElM8jCGHxolRuFimoYleMkddA4b7QrJI7zUakBmvEyaeil28I1yNg/s1600/sedona.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="248" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGq0Gzg3er893VM5uUOBkZ9Nb4k04VtRb_kN5ni76wUR2dQqEpQ6llBGbF2_FnyIrHjL6r5CCwRbPKn3R97Xle42ElM8jCGHxolRuFimoYleMkddA4b7QrJI7zUakBmvEyaeil28I1yNg/s640/sedona.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The red rocks of Sedona</td><td class="tr-caption" style="text-align: center;"><br /></td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEju1QyJk-yEiv-GnAs-nQKiAtnx2hN6sMqAsV_pQZ4nkIvVoSxAsp1elWbOqYIe3HtDwz2YepLZmNs7XQIR5bfOobr1z1EnCJN09XqNcpJo7ZqR5SE1WXQzjPDwBz3xFRegUg-UcU4Y7eA/s1600/fountain.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="275" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEju1QyJk-yEiv-GnAs-nQKiAtnx2hN6sMqAsV_pQZ4nkIvVoSxAsp1elWbOqYIe3HtDwz2YepLZmNs7XQIR5bfOobr1z1EnCJN09XqNcpJo7ZqR5SE1WXQzjPDwBz3xFRegUg-UcU4Y7eA/s400/fountain.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Scottsdale</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhN8aQejJorfzamqjSDcSLX3CBJkSBeOQOj1qYltoKzaHYDhZ1GHIoYm4W1cwLtHBtv9o3KdtJULQsmjw0ZPagRZ-306VTlfYbzff3jg3DFLhxLFLxdhXk3Cbs33srvyuwajTDYe0HVbJc/s1600/chase.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhN8aQejJorfzamqjSDcSLX3CBJkSBeOQOj1qYltoKzaHYDhZ1GHIoYm4W1cwLtHBtv9o3KdtJULQsmjw0ZPagRZ-306VTlfYbzff3jg3DFLhxLFLxdhXk3Cbs33srvyuwajTDYe0HVbJc/s400/chase.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The roof opens at the immense Chase Field ballpark (we lost again)</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguP52FxIbG2IMKMw2PEATdfshs10wvZk0MpOeqr3u1JN-tS1uSgyDMKkKfr3Le1zxNDfZKADyOmV-lLfc57Cv3_CUxMNdVAMbJSUk-Hv37Q1X-uz8jUWOdKvc8V7qCvy4GjVuNYf583N0/s1600/baseball.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="283" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguP52FxIbG2IMKMw2PEATdfshs10wvZk0MpOeqr3u1JN-tS1uSgyDMKkKfr3Le1zxNDfZKADyOmV-lLfc57Cv3_CUxMNdVAMbJSUk-Hv37Q1X-uz8jUWOdKvc8V7qCvy4GjVuNYf583N0/s400/baseball.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Some gorgeous girl I met at the baseball getting into the local culture.</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiKAHfQutCoWV6NQC7-Y4uVR-x5bWDkoQaaTUH_UG9e2S_BgKuFJ3n9K1iKZCnjhyrvI0KEBdK2oP-GC2T6QJbAzb1e60qsZpm5SUAlz8er3tB9K_ucQJ2zuTDc4dWV8ni3Ns2tUCtqFCs/s1600/cricket.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="305" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiKAHfQutCoWV6NQC7-Y4uVR-x5bWDkoQaaTUH_UG9e2S_BgKuFJ3n9K1iKZCnjhyrvI0KEBdK2oP-GC2T6QJbAzb1e60qsZpm5SUAlz8er3tB9K_ucQJ2zuTDc4dWV8ni3Ns2tUCtqFCs/s400/cricket.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Cactus flowers for lunch</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHXe3n0mYcNAxBExVkfdo7P1uZKy15_IT1w6vUGzKHwUS632stwwOs_IeLmTbbiZAkHJV66m7Y7liSBYe0SVd2X_OfVdvQu7hXCI301QflFtxiW-rOWR852zVCC38FdTMahc8hXqSmMUo/s1600/crazy.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="226" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHXe3n0mYcNAxBExVkfdo7P1uZKy15_IT1w6vUGzKHwUS632stwwOs_IeLmTbbiZAkHJV66m7Y7liSBYe0SVd2X_OfVdvQu7hXCI301QflFtxiW-rOWR852zVCC38FdTMahc8hXqSmMUo/s400/crazy.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ten engine madness at the Pima air museum</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOwJjE08wR146qhtruCKxGi5T2giuNK8w_VFzOgk8xefVAPoLQ6cV63h_11e4vtZtdZ1ad_ol2xBFauQhRRGdvdPhCNQwTdLernFXIZiWTCamIwAi48f7uE_udeW5heNX1Ts_OWcDyOlg/s1600/bee.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="355" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOwJjE08wR146qhtruCKxGi5T2giuNK8w_VFzOgk8xefVAPoLQ6cV63h_11e4vtZtdZ1ad_ol2xBFauQhRRGdvdPhCNQwTdLernFXIZiWTCamIwAi48f7uE_udeW5heNX1Ts_OWcDyOlg/s400/bee.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Worlds smallest flying aircraft - six foot wingspan.</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikWe9SshvV33BQY1Edn8uN2j4X8JRo-sqofmnxrVHPjMoancd_uDfr4bGqBPh-GuY62_xi4nqWZzCdMkMrr2rwueSoX3WPZhrlIOAs03WW6kqt-OkrUupjnJJynvVjkDk4O3aOxr66Kq8/s1600/cac.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikWe9SshvV33BQY1Edn8uN2j4X8JRo-sqofmnxrVHPjMoancd_uDfr4bGqBPh-GuY62_xi4nqWZzCdMkMrr2rwueSoX3WPZhrlIOAs03WW6kqt-OkrUupjnJJynvVjkDk4O3aOxr66Kq8/s400/cac.jpg" width="283" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Epic Saguaro cactus near Lake Pleasant</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
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There's tons more but I would bore you and it's dinner time. Tomorrow; Tucson!<br />
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UPDATE 21/9/13. The trip to Ryan Field near Tucson went great once I'd finally waded through the sea of paperwork. There proved to be at least six of us doing the route today so there was a sort of relay breakfast going on at the excellent airport cafe. On the return flight I managed to get the thing up to 8500', which is pretty good for these temperatures. Nice and cool up there, great views and hardly any traffic. A couple of times I made the classic error of talking on the wrong radio, with the consequence that Tucson approach now think I am an idiot. Oh well, they are only the second largest airport in Arizona. I should apologies to the radar guys for saying they can't be bothered with us. They were great today, covering me for the whole trip and handing off seamlessly between centres. Incredibly actually I remembered to open <i>and</i> close <i>both </i>flight plans - I must be getting the hang of this flying lark now. Tonight we are heading to the 24th Annual Goodyear Oktoberfest held in one of the maintenance hangers by the German Air Force. 1000 people are expected and the band and beer are flying in from Germany. Prost!Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5697087347243869052.post-89818649137711897482013-09-03T21:13:00.000+01:002013-09-04T23:09:23.590+01:00Fly by nightThe flying lessons are in full swing now. I have a packed schedule; often my flying buddy and I have two missions per day, many of them solo.<br />
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Our instructor recently left the school, lured by a job flying small twin-piston passenger planes in Florida and our new instructor — by popular opinion one of the best — is pushing us hard. She's excellent but does have a bit of a penchant for very <i>very </i>early mornings. Well, it does get us out of the heat (it's only 30 degrees at 4am, but still 40 at 4pm) and early morning are all part of the airline pilot experience.<br />
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Better still my wonderful wife is over on an extended visit. Life is good! <br />
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<h3>
Seeing where you are going</h3>
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There are basically two types of flying — visual and instrument. When flying visually you navigate, avoid traffic and handle the plane based 90% on what you can see outside the window. Visual flying is what small aircraft, gliders and private pilots do pretty much the whole time.<br />
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To fly visually you obviously must be able to see where you are going. We have some fairly complex requirements called the <i>Visual Meteorological Conditions</i>, and these bascially specify how far you must be able to see and how far away from clouds you must stay.<br />
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If you do not meet these requirements you are by definition in <i>Instrument Meteorological Conditions</i> and let's hope you have been trained and got your <i>Instrument Rating</i>, or you are now in some serious trouble.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-S7IUcwuCi_6sg1-H_FojMjzg_UqBu9fpfnvXgqBO6hRF_OZCiB0bgE798gTpUq6yXpmA4t_DJ9v50D9YUZY_V6gZBOk1kQFGSHU-riAwYjong7HakwEDH6_zjwIfe3G3aoHs3Msykpc/s1600/hood.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-S7IUcwuCi_6sg1-H_FojMjzg_UqBu9fpfnvXgqBO6hRF_OZCiB0bgE798gTpUq6yXpmA4t_DJ9v50D9YUZY_V6gZBOk1kQFGSHU-riAwYjong7HakwEDH6_zjwIfe3G3aoHs3Msykpc/s400/hood.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Practicing instrument flying under the "hood"</td></tr>
</tbody></table>
In instrument meteorological conditions you may be able to see quite well, or you may be able to see absolutely nothing. You may now have to handle the plane entirely on what the little dials indicate.<br />
<br />
To navigate you must rely on radio beacons on the ground, GPS still being quite novel in aviation. And to avoid hitting anyone else you are going to need help from an air traffic controller. Instrument flying is what airline pilots do 99% of the time.<br />
<br />
So... what if you have excellent visibility and no clouds but it happens to be night time? Is it visual or not?<br />
<br />
Well, oddly enough it depends on what country you are in. Some say yes, some say no, some say you will need an extra rating on your licence. Here in the USA they are quite happy to let pilots fly visually at night, and in fact it is part of our training requirements. (In the UK it used to be banned, but they have <a href="http://avstop.com/may_2012/uk_civil_aviation_authority_to_allow_pilots_vfr_night_flights.htm" target="_blank">recently allowed it</a>.)<br />
<br />
<h3>
Flying at night</h3>
<br />
So what is night flying like? A lot of fun, but also a little scary. We usually start the lessons just as sun sets, this way the later part of the flight is in true darkness but first we get some beautiful sunsets over the dramatic desert scenery which is wonderful.<br />
<br />
As night falls, landmarks slowly disappear and lights on the ground become your main navigational aid. The surroundings rapidly become unfamiliar and it is easy to get disorientated even very close to home. Roads and towns show up well, and airport beacons of course, but lakes, mountains, railways and the all-important horizon slowly fade away into the night.<br />
<br />
These days we live surrounded by bright artificial light and people rarely take the time to walk in the dark, away from habitation. Hence they often don't realise how much you can see. It is never <i>truly </i>dark, there is often moonlight or starlight and even when it is cloudy some filters through. If you give your eyes time, trust your feet, and do <i>not</i> use a torch, you will be amazed at your own night vision.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeZGrBIxS25-sjjkoTp017M7c08y0doNK96QuRHh_-wvgvCqBJi1Tm97u9Fk8Bg3IuwAY-UCNAzfdV53Ka5ZOfSlGje8MtBEoRUnJ0SjGB1s20UbUqmZVjUuZysQzkyWADyYsAKKq7AzI/s1600/gavins+night+approach.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="282" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeZGrBIxS25-sjjkoTp017M7c08y0doNK96QuRHh_-wvgvCqBJi1Tm97u9Fk8Bg3IuwAY-UCNAzfdV53Ka5ZOfSlGje8MtBEoRUnJ0SjGB1s20UbUqmZVjUuZysQzkyWADyYsAKKq7AzI/s400/gavins+night+approach.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Final approach at night. There is a parallel runway to the right <br />and the four white lights (PAPIs) to the side of the left runway show the <br />pilot is a little high on this approach.</td></tr>
</tbody></table>
In the plane, we keep the lighting of the instruments and the cockpit low. As the flight progresses and the eyes adapt we keep turning it down. Slowly night sight develops and outside features start to reappear. Strangely, you can often see things better if you don't look directly at them.<br />
<br />
Usually the air will be calm, cool and smooth though we had one memorable flight picking our way between thunderstorms, diverting and then diverting from the diversions and finally making a dash back home just before the heavens opened.<br />
<br />
Runways are festooned with coloured lights, each of which has a special meaning to the pilot. But these lights are surprisingly difficult to make out when you are not lined up with the runway, making judgement of the circuits more difficult. Height too is harder to judge and the final approach feels quite strange until at last the runway surface texture appears in the landing light at about 10-15 foot and the landing is quite normal.<br />
<br />
The scary part? You can not see the mountains. And engine failure. In a single engine aeroplane an engine failure is a pretty big deal, which is why we practice for it so much. But an engine failure at night when you can't see the ground is a lot more worrying. If you <i>can </i>see the ground — because it is lit — then it is probably not where you want to land. If you can not see it, you have no idea what the surface is like until you 'arrive'. I suspect this is why they don't let us do solo navigation flights at night.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5xxswVnTQHaxli89Oqmz2z7O4Eo9v2W1uAM9GKRk7n5Xg7p2rUxOfhTXZAERWZT7Vd0hhT-E4USYXRM5TDOxnB9Eb6FhtedSLD9rQklGvq7hxHjk_nn599kzdmvqzxSTp7RI5zaVrSzI/s1600/Image0169.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="420" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5xxswVnTQHaxli89Oqmz2z7O4Eo9v2W1uAM9GKRk7n5Xg7p2rUxOfhTXZAERWZT7Vd0hhT-E4USYXRM5TDOxnB9Eb6FhtedSLD9rQklGvq7hxHjk_nn599kzdmvqzxSTp7RI5zaVrSzI/s640/Image0169.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bye bye, sunshine.</td></tr>
</tbody></table>
Now I am signed off for both solo navigation and solo night flying, I have a busy few weeks building solo hours leading up to the next progress test. This is quite a big event in our training, and is similar to the private pilot licence skills test back home. Well... I passed it last time!<br />
<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-23786189802327797462013-08-15T19:45:00.001+01:002013-08-15T21:52:22.314+01:00Ups and downsCommon sense suggests that if you work steadily at something, you will get steadily better at it. But as usual, life disagrees; improvement goes in sudden jumps and sometimes you have to get worse before you get better.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtVyPvZEoeHNsi3dMc2bQbBgmAwgEKag71vS1rhZoDoyBpKnkEmoM__wLcCnZBohPKa9Y6W4E_vnPFzlx066dE9y8gfs7yL-ds4fa0Wk9YOT4s6eI-JA4Fjut9As5SzBwM8fdjgOVrfA8/s1600/1111.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="114" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtVyPvZEoeHNsi3dMc2bQbBgmAwgEKag71vS1rhZoDoyBpKnkEmoM__wLcCnZBohPKa9Y6W4E_vnPFzlx066dE9y8gfs7yL-ds4fa0Wk9YOT4s6eI-JA4Fjut9As5SzBwM8fdjgOVrfA8/s320/1111.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Left: how you think you learn<br />
Right: how you actually learn!</td></tr>
</tbody></table>
Two weeks ago, things weren't going very well, and despite a successful solo flight I was really struggling with flying circuits. One problem was workload — I needed at least two extra brains to cope with the radio, traffic, circuit pattern and actually flying the plane. This is a frustrating barrier because there is no systematic way to overcome it.<br />
<br />
The second problem was adapting to a different method of controlling the plane during the most critical part of the flight — final approach. In all my previous flight experience, the philosophy has been to control the air speed with the stick/yolk/elevator and the rate of descent with the throttle/air brakes. Here, on final, we do it the other way around meaning I had to constantly fight my automatic responses. Sometimes previous experience can be a hindrance!<br />
<br />
These two difficulties led to a horrible lesson where nothing seemed to go right, and my instructor reasonably decided not to let me fly solo again. I felt frustrated and depressed, which was compounded by the apparent indignity of having to ask the boss for permission for extra training flights.<br />
<br />
I need not have worried, he was a total gentleman about it and also offered a lot of helpful advice. The first extra lesson went a little better, but I decided to make use of two of the three lessons he offered just to consolidate. The second lesson too went reasonably well as did the three solo circuits I flew afterwards.<br />
<br />
However the next item on the timetable was my Progress Test 1. Had I really killed my gremlins? I was not convinced, and felt sure I was bound to miss radio calls or be unable to fly stable approaches. It didn't help that the briefing was at 7.30am and the test eventually took place at 2.30pm leaving plenty of time to stew.<br />
<br />
By this time was stinking hot (42C) and bumpy. Neither me nor the examiner were looking forward to it. I was, I felt, rather lined up for a fall. Being a bit nervous I made a fairly fundamental mistake almost straight away, skipping over an entire checklist. Fortunately I realised before entering the runway and was able to rectify it.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-Ql53DlN3H72tYajQzLAMK47LtALu15ORuKqiBIqLV4gfl4iGUFkjhBeGDdkjnAG77Yv3rBelq6n_vXBaIwxRfIULUhlDAJAUksUKlJEtO0PIHVQgIARsObWlGqHLBsDSRDIsHSbNW7I/s1600/papi.png" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-Ql53DlN3H72tYajQzLAMK47LtALu15ORuKqiBIqLV4gfl4iGUFkjhBeGDdkjnAG77Yv3rBelq6n_vXBaIwxRfIULUhlDAJAUksUKlJEtO0PIHVQgIARsObWlGqHLBsDSRDIsHSbNW7I/s320/papi.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Like the big boys, we aim to fly to the runway on a fixed<br />
slope of 3 degrees. To help, lights called PAPIs are installed<br />
which will show whether you are above or below this slope.<br />
There's nothing clever going on; they are just "Ovaltine<br />
tins with a metal plate welded in at 3 degrees." (<a href="http://www.ustream.tv/recorded/4924716" target="_blank">David Gunson</a>)</td></tr>
</tbody></table>
But then something unexpected happened — just when I needed it everything fell together. Suddenly I had time to think during the circuits. Each time I rolled out of the final turn I found myself on the correct slope, and managed to keep it stable all the way down. Even the landings were pretty good.<br />
<br />
Perhaps it was the examiner, who was one of the most friendly and calming instructors I have flown with. But I think it is more about the vagaries of the learning process — I had finished getting worse and was quite suddenly getting it right. Tasks that were taking all my concentration just a few days before had become automatic, spare brain capacity had appeared. Incredibly, I found that I was even able to manage a friendly chat (about gliding) during the circuit. It felt almost as if someone else — someone much better — was flying for me. In the debrief the examiner had nothing to criticize except of course for the checklist cock-up and gave me an excellent mark.<br />
<br />
So a valuable lesson learned; progress will not be smooth and I should not get upset and frustrated when things don't work out as planned. Help is waiting. I will not blame myself for failures, and I will not take too much pride in successes either. As Baz Luhrmann said;<br />
<br />
<i>"sometimes you’re ahead, sometimes you’re behind…the race is long, and in the end, it’s only with yourself. Remember the compliments you receive, forget the insults; if you succeed in doing this, tell me how."</i>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-35197640642107672792013-08-05T23:54:00.000+01:002013-08-06T02:06:07.330+01:00Going solo<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiotf13MderwNJJROKOtCPxVvyJXBaQ4SHBukAVOAHeBOUTrMFj4HAqHoKTl4k58qGUoC28itopAlLllvlTAmypnasoxV1dAufo9oAtTxMm9pMLWhViGp9ieuSu1hyQgy1T4a-FjTAVWmw/s1600/pool.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="242" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiotf13MderwNJJROKOtCPxVvyJXBaQ4SHBukAVOAHeBOUTrMFj4HAqHoKTl4k58qGUoC28itopAlLllvlTAmypnasoxV1dAufo9oAtTxMm9pMLWhViGp9ieuSu1hyQgy1T4a-FjTAVWmw/s400/pool.jpg" width="400" /></a></div>
This morning I flew my "first" solo flight — and subsequently suffered the traditional dunking in the pool in full uniform by my classmates.<br />
<br />
The first time you are trusted to fly an aeroplane solo is a significant and memorable moment in any pilot's career. Whatever your opinion might be, the instructor has decided that you are skilful and safe enough to execute a circuit* in sole command of a valuable aircraft without undue hazard to life or property. It can't be an easy decision for them.<br />
<br />
For the student, it's an exciting but nerve-racking experience, the aim being to do nothing new or different, just get the thing around and back down safely. Only there is no-one to correct your mistakes, point out deviations or help you out on the radio any more, it's all down to you. There is no-one to talk to either, but I still chunter away just the same.<br />
<br />
I wasn't expecting to go solo today, partly because there was too much crosswind on the runway, and partly because recent lessons had not gone as well as I had hoped. But a lot time spent at the weekend "chair-flying" around imaginary circuits seemed to pay off.<br />
<br />
I flew six circuits with the instructor; two normal powered, two without use of flaps and two glide circuits where the engine is cut at some distance from the runway and the rest of the landing executed "dead stick".<br />
<br />
You might think that a glider pilot would be at some advantage here, but a Piper Warrior with the engine idle is no glider — it descends laughably steeply, something like 1 in 10, and my first attempt was headed well short of the runway threshold. At least I got to practice a 'go-around' (abandoned landing) which is a very important manoeuvre used to get the hell out whenever things are not looking good during a landing.<br />
<br />
So I was a little surprised when at the end of the lesson the instructor said "good job", pointed out that the wind had dropped, and sent me off to do a circuit alone. Despite the fact that I have had two "first" solos already — in gliders
and motor-gliders — there was enough new and different about this
experience to make me just a little nervous.<br />
<br />
It's normal practice to tell the control tower it is a first solo, so they can try to get you around without any holds or modifications to the circuit. But this did mean holding short and waiting for quite some time for a big enough gap in the traffic. With no airspeed there is no ventilation, the doors and windows are shut and it is 36C outside. By the time I was cleared to take-off I was melting.<br />
<br />
Normally we fly lessons with two students, one instructor, 200 lbs of fuel and a fair bit of baggage. On this flight I was alone with 60lbs less fuel, so the plane was somewhat more... lively. The 'rotation' (take-off) speed of 65 knots came around very quickly and when I reached the cross-wind turn at 500' I was still over the runway.<br />
<br />
The circuit was, as required, boring and conventional and I don't think I fluffed any radio calls today (at last). The approach was one of my better ones though the ensuing landing, while in no way dangerous, certainly left no doubt that I was back on the ground. All that remained was to taxi back to the parking where my instructor was waiting, looking mightily relieved.<br />
<br />
After a couple of hours of consolidation training in the circuits the next hurdle awaits... progress test one.<br />
<br />
<i>* A 'circuit' consists of a take-off, a rectangular loop around the airfield usually to the left and a landing. You get to practice taking off, various check-lists, lots of radio work, flying the climb, levelling off, traffic awareness, holding altitude, turning, descending, use of flaps and of course approach and landing. Most of the key pilot skills in fact, crammed in to just five or six minutes.</i><br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEglycUQTs5qChzDOHVyW8wFHNBTBFnI7EuGV79LRnfeSYXoZHE-OGHWLHPK39-Ihe4uekqv8pCoJWPgUQnEWSK_NvX-UDnBF0Hn6MnLz8o8C3i1F7XcYtO6G_Djc8rbpWur7-evwsENBCQ/s1600/Circuit-Pattern.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="357" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEglycUQTs5qChzDOHVyW8wFHNBTBFnI7EuGV79LRnfeSYXoZHE-OGHWLHPK39-Ihe4uekqv8pCoJWPgUQnEWSK_NvX-UDnBF0Hn6MnLz8o8C3i1F7XcYtO6G_Djc8rbpWur7-evwsENBCQ/s400/Circuit-Pattern.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The standard circuit</td></tr>
</tbody></table>
<br />Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5697087347243869052.post-14310142813221610932013-07-27T00:44:00.003+01:002013-07-27T02:24:33.210+01:00Blowing in the wind<h3>
Ground reference manoeuvres </h3>
We've just returned, hot and sweaty, from lesson nine of ninety-four. Things are starting to fall into place and while my flight was very far from perfect, I didn't make any big errors today and held my altitude a lot better. Normally I throw in a few clangers, such as talking on the wrong frequency which is very confusing for the recipient or having a blank brain moment half way through a checklist or even forgetting to level off at the top of a climb.<br />
<br />
Today's lesson was an interesting one. Called 'ground reference manoeuvres,' it is a requirement of the American authorities and not something that I recognise from UK training.<br />
<br />
It sounds simple — just fly a series of basic manoeuvres; turns around a point, tracking around a square and S-turns across a line. The challenge is to fly them accurately with reference to ground features. This brings two difficulties.<br />
<br />
Firstly, the exercise is flown fairly low so our ham-fisted wandering around the sky, almost unnoticeable at height, suddenly becomes very obvious. The second is the biggie — understanding the wind. The wind complicates flying enormously and can take quite a while to get your head around.<br />
<br />
Unlike a car, an aeroplane has no attachment to the ground and doesn't give a hoot about where it is or what is underneath it. It flies relative to the surrounding air only. Invariably the air is moving; in other words there is a wind blowing.<br />
<br />
Normally, you think of the wind as blowing against you; you can feel its force pushing you around. But that's a a ground-based way of looking at things. An aeroplane does not feel the wind, is simply moves with it just as a balloon or a cloud does. From a few seconds after take off until touch down, the wind (if constant) has absolutely <i>no effect</i> on the way the aeroplane flies.<br />
<br />
If you didn't look down at the ground you would never know the wind was there. Even the instruments are of limited help. The compass will tell you which way you are <i>pointing</i>, but is not the way you are <i>going</i>, not if there is any wind. Similarly, the air speed indicator tells you how fast you are flying through the air, but your speed over the ground might be quite different.<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEie606JwCNv3wl9psmkzA_A4J5c1rmHkBMHI6ecmtawt8gDSrmfF7CZr46jyuhmAwGoBYr8_foQxAHdUqZkYR7l6O6bMzbGZuUSCR6cQoMYBryBqwx3N1UoMt_uLLl4eeyYcrEIPRbCn4w/s1600/wca.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_W_bGdIbLX3TBbNuLeHQwusX6LYtd-pWfu6UQnkEFrfr18eLOVtdXGjdIi0MngK2hvxiDMMRFgHrjzAogojYY7ZSoThANsgicrDNZcxp5x3nnWJWuS7aoOsNliNgsfHqc2lAAc2mpsDQ/s1600/wca.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_W_bGdIbLX3TBbNuLeHQwusX6LYtd-pWfu6UQnkEFrfr18eLOVtdXGjdIi0MngK2hvxiDMMRFgHrjzAogojYY7ZSoThANsgicrDNZcxp5x3nnWJWuS7aoOsNliNgsfHqc2lAAc2mpsDQ/s320/wca.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Top: what happens if you ignore the wind (bad)<br />
Bottom: getting the right correction angle (good)</td></tr>
</tbody></table>
So — say you wanted to fly directly east to a friend's airstrip, but the wind is coming from the north (your left). If you ignore it and just point the plane east you are going to end up way to the south (your right) of where you wanted to go, because during this time you and all the air around you has drifted south.<br />
<br />
The answer is to point the aeroplane slightly into the wind, so the nose is a little to the left of where you actually want to go. The aeroplane will appear to people on the ground to be skidding sideways, but this is an illusion; it is flying straight through the air, but the air itself is moving.<br />
<br />
Get this 'wind correction angle' just right, and your slow progress to the left will exactly cancel the right drift from the wind and you get to your buddy's airstrip by the most direct route. The correction angle depends on the wind speed, air speed and the track on the ground you want to fly. Not easy to do in your head — for longer trips pilots will calculate it in advance using a 'navigation computer', which sounds posh but is actually is a couple of bits of plastic nailed together in the middle. I won't bore you by explaining how it works; <a href="http://www.southendflyingclub.co.uk/lecture/navcomp.htm" target="_blank">here is a guide</a>.<br />
<br />
Wind affects speed as well as direction; if the wind is behind you rather than from the side, your ground speed will be faster than your airspeed, and visa versa. <br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjANpU28F5bo0ScjVvNOcCV0iy80PEXTKMuHOC6Yv9OPrTMbQjOtVXmhtdgwUKc4E9PSw__oGIhQrvg_jPGxkYSb55PpHHEMv78ztbEJ78RC47CEDbQWrLDigm_gJIvzahAXDeSzoUIZSY/s1600/turns.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="224" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjANpU28F5bo0ScjVvNOcCV0iy80PEXTKMuHOC6Yv9OPrTMbQjOtVXmhtdgwUKc4E9PSw__oGIhQrvg_jPGxkYSb55PpHHEMv78ztbEJ78RC47CEDbQWrLDigm_gJIvzahAXDeSzoUIZSY/s320/turns.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">How wind can ruin a good turn <i>(<a href="http://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/airplane_handbook/" target="_blank">FAA Flying Handbook</a>)</i></td></tr>
</tbody></table>
Wind also affects turns. We try to turn in neat, accurate circles. This isn't too hard to do through the air, but the wind messes things up when you want to describe a circles on the ground, you end up flying a sort of squashed spiral pattern.<br />
<br />
To counteract this, when turning into wind we must use less bank for a more gradual turn because our ground speed is low, and steep bank when flying downwind to compensate for the high ground speed.<br />
<br />
I hope you can see there is more to flying around a square field than first meets the eye! So how did it go? Judge for yourself.<br />
<br />
We arrive at the top left of the picture, and I first attempt a one-mile
circle around the spot marked in blue. Then I attempt to fly twice around the
set of fields marked in blue again keeping one mile away. Finally I am
trying to fly S-turns over the road in the middle, aiming to cross it at 90 degrees each time. <br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhumLDalcWwMDxFwQuPOwlzjGx6L7Wt3q6uqBGMg-F3NqPBhSEpcHj8hW4BDaJJ8BzLe7gFZMCHDPTJ7kg9s9ijeiXpNcuFKyg-NdFb-wdtzUY7lBJnvt_LVg1WwsWEpQ4DixmCn7Zz2d4/s1600/ground-reference.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhumLDalcWwMDxFwQuPOwlzjGx6L7Wt3q6uqBGMg-F3NqPBhSEpcHj8hW4BDaJJ8BzLe7gFZMCHDPTJ7kg9s9ijeiXpNcuFKyg-NdFb-wdtzUY7lBJnvt_LVg1WwsWEpQ4DixmCn7Zz2d4/s400/ground-reference.jpg" width="362" /></a></div>
<br />
<br />
<br />
I have jury-rigged an old phone as a GPS logger and it does jitter around a bit, I wasn't wobbling around quite that badly as the image suggests, but I concede there is room for improvement! I should point out the wind was very light making the exercise much easier that it should have been.<br />
<br />
After landing, we had a chuckle when ground control told an Airbus A320 to hold and wait for <i>us</i>, rather than the other way around. I was a little worried we would get sucked into the engines as we trundled past the monster in our little spam can.<br />
<br />
Next week we are starting some basic instrument work — how to fly a plane without looking out of the window! I suspect the poor old brain is going to be hurting again.<br />
<br />
<h3>
Some pretty pictures especially for fellow cloud spotters</h3>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhsD3I1HVO8G6FK6J9XhtAyGtdZYbA7XjQEDYePRSPN5EA3IhWxsDXpxHnLm3xw7v-BDh0kQCBMMshcxvToZs6L1952Z9oWDmfnotJPldoDNIMZA0jyrRNwHg9cqn0hhWPGjn5jGLP6y34/s1600/downburst+from+cu.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhsD3I1HVO8G6FK6J9XhtAyGtdZYbA7XjQEDYePRSPN5EA3IhWxsDXpxHnLm3xw7v-BDh0kQCBMMshcxvToZs6L1952Z9oWDmfnotJPldoDNIMZA0jyrRNwHg9cqn0hhWPGjn5jGLP6y34/s640/downburst+from+cu.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Intense downburst from a towering cu-nim (in English; a rain cloud)</td></tr>
</tbody></table>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV3-2OLkRWJMICZJJhsL6ar6X1dvQ3Eu4rkuwPZQbEmkA1sBhcLJvMESMvpy_abIWqhNocU4RW55cfSEtJCJORMTaJqg59SSWTvNy3xesaHkQzJvz_NewVmZaJB1bD8iERGNrR40CyDOk/s1600/ed.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="372" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV3-2OLkRWJMICZJJhsL6ar6X1dvQ3Eu4rkuwPZQbEmkA1sBhcLJvMESMvpy_abIWqhNocU4RW55cfSEtJCJORMTaJqg59SSWTvNy3xesaHkQzJvz_NewVmZaJB1bD8iERGNrR40CyDOk/s640/ed.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Arizona can be relied on for dramatic sunsets</td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYZJtxTxAoM740AueoyzMZAWr-GENYgNNrOc07xLfncVeaPXmD-jLTdUfmeK2mWd58GH8gjJcuXUQE_c93MPNlURWtOA7ppi0fMBJUPaPSlh4saAuKDBBjzmBjgI1N9RhwW3Ukd2azDcg/s1600/Image0151.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="491" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiYZJtxTxAoM740AueoyzMZAWr-GENYgNNrOc07xLfncVeaPXmD-jLTdUfmeK2mWd58GH8gjJcuXUQE_c93MPNlURWtOA7ppi0fMBJUPaPSlh4saAuKDBBjzmBjgI1N9RhwW3Ukd2azDcg/s640/Image0151.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A rainbow over the Rainbow Valley practice area</td></tr>
</tbody></table>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMDtrx3U-kIoAUqlCdDxHsil3rbicKOCmEAhs0Mh1_f4-v9TVT23BSWccKIwWJVVrvWR87iQvIbod6ypSNJJqmImxxR6Hs7mGFil1kXJeB4LABWoS5_U1oqYwiESiAOu7_ASI-Wdy32ZA/s1600/me+on+wing.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMDtrx3U-kIoAUqlCdDxHsil3rbicKOCmEAhs0Mh1_f4-v9TVT23BSWccKIwWJVVrvWR87iQvIbod6ypSNJJqmImxxR6Hs7mGFil1kXJeB4LABWoS5_U1oqYwiESiAOu7_ASI-Wdy32ZA/s640/me+on+wing.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">And just to prove I'm not making all this up!</td></tr>
</tbody></table>
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<br />
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<br />Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5697087347243869052.post-66274137215876916702013-07-13T23:30:00.001+01:002013-07-13T23:30:23.544+01:00'About to write blog' checklist completeAt long last, our flight training has begun. It's been a slow start, with instructors still busy with students nearing the end of their training but we've all been up at least once and lessons should fall into a regular rhythm next week.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiw3p9z4ud7cqj6K6tT_T0CMYvM2brmFfw4RHX4ma1d4Yy3wfXebXRJZVTwGe4iHH3J9qK2pzFUTc-_2cp8_qM97lBzkb9dRP84G8WmA4WhSfh0jYqMa2fjwTUMvUSDjNOa436LQMMfGnY/s1600/Final_approch.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiw3p9z4ud7cqj6K6tT_T0CMYvM2brmFfw4RHX4ma1d4Yy3wfXebXRJZVTwGe4iHH3J9qK2pzFUTc-_2cp8_qM97lBzkb9dRP84G8WmA4WhSfh0jYqMa2fjwTUMvUSDjNOa436LQMMfGnY/s400/Final_approch.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">One of the school's Piper Warrior aircraft on final approach to <i>Mobile</i>,<br />
a runway in our Rainbow Valley practice area<br />
(middle of nowhere) built by Lufthansa for training.</td><td class="tr-caption" style="text-align: center;"></td></tr>
</tbody></table>
For me, the flying here could not be much more different from my previous experience. We are operating from a long concrete runway under air traffic control in a very busy area, which is a big contrast to the rural grass airfields of East Anglia. The aircraft handle in more or less the same way as others I have flown of course, but have far more instruments and equipment on a huge panel, and a comparatively poor view outside.<br />
<br />
But the biggest difference is the deliberate, standardised <i>procedural </i>approach to flying. In gliding, you learn a set of skills but must constantly use your judgement to decide your next move. There is no fixed plan, instead you adapt to the situation, making the best of the sky around you.<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://images2.jetphotos.net/img/2/9/7/2/40692_1180248279.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="273" src="http://images2.jetphotos.net/img/2/9/7/2/40692_1180248279.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The panel and controls in a PA28 (<i>Photo Martin Hodgson</i>)</td></tr>
</tbody></table>
Here — and in the passenger jets we will eventually fly — every phase of the flight is carefully planned and flown according to a standard procedure with an associated checklist. Many of these have to be memorised, which is a daunting task at first. It's one thing to master them on the ground, but when you are flying a plane, trying to follow a fixed route and listening and talking on the radio you tend to find they drop right out of your head. Silly acronyms certainly help (A-Bump-Firms and Meat-log are two of mine) but it's very easy to forget what each letter is supposed to stand for when you are a little busy.<br />
<br />
To illustrate this idea (and not, I hope, to bore you silly) a typical one-hour lesson with an instructor might go something like this:<br />
<br />
<b>Two hours before take-off:</b><br />
<ul>
<li>Meet up with flying buddy, in uniform with all the required kit packed.</li>
<li>Check with dispatch which aircraft has been assigned, review the technical log, then go out to the aircraft detailed set of checks on it (The <i>'A' checklist</i>). </li>
<li>Assuming no faults are found, return to the student crew room to plan the flight. </li>
<li>Get the current and forecast weather for the route and any weather warnings. These are in an <a href="http://www.learn2fly.us/wdprs/archives/21" target="_blank">archaic and highly cryptic format</a> that only pilots can understand.</li>
<li>Read all the special notices and restrictions (called "NOTAMS" or "Notices to Airmen").</li>
<li>Complete mass and balance calculations to check that the plane will not be overloaded or out of balance at any point during the flight. </li>
<li>Complete a risk assessment.</li>
<li>For cross country flights, prepare a flight log with all the waypoints, times, speeds etc. Mark up the map with all this information. File a flight plan with air traffic control.</li>
</ul>
<b>Half an hour before take off: </b><br />
<ul>
<li>Meet up with the instructor, brief the contents of the lesson and the departure and arrival procedure in use. Review all the paperwork prepared above.</li>
<li>Book out and walk out the the aircraft. Do the <i>pre-start checklist</i>, followed by the <i>start checklist</i> and the <i>after-start checklist</i>.</li>
<li>Contact dispatch to 'block out' and taxi onto the apron, while doing the <i>taxi checklist</i> from memory.</li>
<li>Complete the <i>power checklist</i>, followed by the lengthy <i>before take off checklist.</i></li>
<li>Call ground control and get clearance to taxi to the runway holding point.</li>
<li>Call the control tower and get clearance to take off.</li>
<li>While lining up on the runway, complete the <i>cleared onto runway check list</i> from memory.</li>
</ul>
<b>Take off!</b><br />
<ul>
<li>While not strictly a checklist, there are various checks to be done during the ground run.</li>
<li>Between taking off and 200' you can concentrate solely on the flying!</li>
<li>At 200', complete the <i>after take off check list.</i></li>
<li>During the climb, regularly check the engine instruments and weave from side to side, as you can't see over the nose.</li>
<li>Complete the <i>top of climb checklist</i>, and made a radio call when entering the practice area.</li>
</ul>
<b>The actual lesson</b><br />
<ul>
<li>The content of the lesson is defined in the school syllabus, and designed to start from the very beginning regardless of previous experience. Not that I mind this in the least, as you can see there is plenty to learn and practice even if in the early lessons the exercises are straight forward. Around 30 minutes are available for the actual exercises.</li>
<li>At regular points during the lesson, carry out the <i>routine cruise checklist</i> and make position calls on the radio</li>
</ul>
<b>Going home</b><br />
<ul>
<li>When it's time to head back, listen for the weather conditions at the airport (the "ATIS") and give a descent briefing.</li>
<li>Complete the <i>descent checklist</i> from memory, interrupting if needed to call the control tower and to announce your departure from the practice area.</li>
<li>Complete the <i>initial approach checklist</i> from memory once near the landing circuit.</li>
<li>Complete the <i>landing checklist</i> (memory again), also radioing your position and getting a landing clearance.</li>
<li>For the final part of the circuit, approach and landing, you are allowed to concentrate on the flying more or less uninterrupted.</li>
<li>At 300 foot, you must decide if you are 'stable' — on the right line, with the right speed and height, set up for landing and with acceptable visibility and wind speed/direction. If not... you must go around and try again.</li>
<li>When safely down and clear of the runway, stop and do the <i>after landing checklist.</i></li>
<li>Radio ground control for taxi clearance and return to the parking area.</li>
<li>Complete the <i>closing down checklist.</i></li>
<li>Call dispatch to let them know you are back.<i> </i></li>
<li>Chain down the aircraft and install the sunshades.</li>
<li>Leg it to the nearest air-conditioned building. </li>
</ul>
At any point between start-up and shutdown, the instructor can and will throw in emergency drills. Here you must perform the correct emergency checklist from memory. There are seven of them. <br />
<br />
<b>And finally...</b><br />
<ul>
<li>The instructor will de-brief the lesson, and make suggestions on what you could have done better (i.e. not fluffing the checklists). </li>
<li>They will file a report on the lesson and enter the times in to the database, check and sign your logbook, and set you any homework. </li>
<li>Oh, and if you filed a flight plan you'd better remember to close it or search and rescue will be out looking for you — and that can get very expensive.</li>
</ul>
So you can see that an apparently simple one hour flying lesson is in reality a three to four hour test of memory and endurance! Add to that daytime temperatures will be well into the forties and you can see we have our work cut out for us. <br />
<h2>
But it's not all work work work</h2>
Here are some of the ways we have been keeping busy. <br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://farm6.staticflickr.com/5510/9221726790_60cb4c13d6_b.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="236" src="http://farm6.staticflickr.com/5510/9221726790_60cb4c13d6_b.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">At the local ballpark for 4 July celebrations...</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://farm8.staticflickr.com/7321/9221783536_d02f4613ba_b.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="http://farm8.staticflickr.com/7321/9221783536_d02f4613ba_b.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">...where we helped to break the world record for the most people wearing<br />
false moustaches at the same time (2000).</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7ECs3VH3gW0YeRiEvkk1mXopkrGClpuo7tIXC6WRQBxA2WBXHnsF84VYhOzm8foPanwhgqgHzlSrgq1cli2tPq-pTdmXx9r5q3qyHPJmn-ddviq-2M0ImCxcg5ZtLsImefn8l98Rj1g8/s1600/DSC05169.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7ECs3VH3gW0YeRiEvkk1mXopkrGClpuo7tIXC6WRQBxA2WBXHnsF84VYhOzm8foPanwhgqgHzlSrgq1cli2tPq-pTdmXx9r5q3qyHPJmn-ddviq-2M0ImCxcg5ZtLsImefn8l98Rj1g8/s400/DSC05169.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">At the South Mountain County Park</td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEBYT0GlAM7NA4jvkYhPIASG_i9f6MTiWqrwx7dlcGYgchsYjjpGJtn9yTjZkhcnX2KPjIv1nj0u91p_4aEE6wdZJmCk1DUiUotbZFzYm7TLJRRPBD4oxsO38v7kZDnqw4GP7DbOlsz4I/s1600/DSC05173.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEBYT0GlAM7NA4jvkYhPIASG_i9f6MTiWqrwx7dlcGYgchsYjjpGJtn9yTjZkhcnX2KPjIv1nj0u91p_4aEE6wdZJmCk1DUiUotbZFzYm7TLJRRPBD4oxsO38v7kZDnqw4GP7DbOlsz4I/s400/DSC05173.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Organ Pipe Cactus - emblem of Arizona </td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxFuGkDHMwXDevvwOC4Id-FX0wst3Pr2JMt1d-sC9vXgAcxW3DB5SCP2W4AShRI_6oiAp-vW-y5XM7qUPRXvtOlqnauU2l-8TxzozSkNny8m4TupwxIfkvbhr5XLL34PHVSCOl0n9AfC0/s1600/DSC05182.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="258" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxFuGkDHMwXDevvwOC4Id-FX0wst3Pr2JMt1d-sC9vXgAcxW3DB5SCP2W4AShRI_6oiAp-vW-y5XM7qUPRXvtOlqnauU2l-8TxzozSkNny8m4TupwxIfkvbhr5XLL34PHVSCOl0n9AfC0/s400/DSC05182.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Phoenix is generally much prettier when it's dark (and your eyes are shut)</td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiF4c9CZ7olf6vPYYZ3IIjOCQ4kz4v2uNezZaFu3SzK2bCZSozL721dAsGag-dS4W1qgWhjQauOEPDLLYgLXlxZy8qYEbCckpZ5yR1adHwsUT3jy7BDYViPAruUZy4VaBOX6TSdF3G2CPs/s1600/Yard-House-Tap-Handles.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiF4c9CZ7olf6vPYYZ3IIjOCQ4kz4v2uNezZaFu3SzK2bCZSozL721dAsGag-dS4W1qgWhjQauOEPDLLYgLXlxZy8qYEbCckpZ5yR1adHwsUT3jy7BDYViPAruUZy4VaBOX6TSdF3G2CPs/s400/Yard-House-Tap-Handles.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Not a bad selection at a local bar</td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLB34FAjaMw6dVtp0sxlyvOZTLL_puXsgk5iyDQmrRQ5XXL0iufmRpkSYsqc2QESOZopKLL2GmAynRDTY78gztt4_OJR2VkyhWTJ_-GQhSG7MaA9Imdcno4ARpUBs9Hk-7H_3KjEqw5hs/s1600/super+craig.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLB34FAjaMw6dVtp0sxlyvOZTLL_puXsgk5iyDQmrRQ5XXL0iufmRpkSYsqc2QESOZopKLL2GmAynRDTY78gztt4_OJR2VkyhWTJ_-GQhSG7MaA9Imdcno4ARpUBs9Hk-7H_3KjEqw5hs/s400/super+craig.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Mucking about in the pool</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilju0nOvavPnUQktdUEAfO5D3UabXU4WwL_72ZAQu6fQm4OQY3jGcrbtFAYF3fHSD_oR0Kjyz8NlVcIB9pbBMyH4MTkBxgaaynbxXfFHS8oJEMiN54tx_Tw5fg3ypkb0HIJ8inVMQPHbc/s1600/DSC05187.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="252" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilju0nOvavPnUQktdUEAfO5D3UabXU4WwL_72ZAQu6fQm4OQY3jGcrbtFAYF3fHSD_oR0Kjyz8NlVcIB9pbBMyH4MTkBxgaaynbxXfFHS8oJEMiN54tx_Tw5fg3ypkb0HIJ8inVMQPHbc/s400/DSC05187.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">At the <a href="http://www.azcaf.org/" target="_blank">Commemorative Air Force Museum</a>, in Mesa. <a href="http://www.azcaf.org/pages/aircraft_bios/A-26_Invader.html" target="_blank">Douglas A26</a>.</td></tr>
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2KMLmXXPBDs1wgNDP1BBLhpTfj2V61tn7huocoJ5VFBM8L3dPIuh7R6P8f8b9D_vIOyVmTbfCWU1jAOu-hjPWxen-SoeSuFfChrscNeoKaNw9drJ1xCQBc_XtnXK7Op09QrgoJYJbQG4/s1600/DSC05185.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><br /></a></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjC_CQ5TdeVk1iUsjthEGsmeHzjG34S7-XJjjSjzjufzEaf0BbMfTNyPV_74Q2j3UPwQKWxuT6YAN5gT4lHNaHTDAVggYVUEg6UYrG0VNie1ZqbTOdAnkrOKAkkrrsKF6O93EDNsFus2g/s1600/DSC05185.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="307" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjC_CQ5TdeVk1iUsjthEGsmeHzjG34S7-XJjjSjzjufzEaf0BbMfTNyPV_74Q2j3UPwQKWxuT6YAN5gT4lHNaHTDAVggYVUEg6UYrG0VNie1ZqbTOdAnkrOKAkkrrsKF6O93EDNsFus2g/s400/DSC05185.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://www.azcaf.org/pages/aircraft_bios/TG-3A_glider.html" target="_blank">Schweizer TG-3A</a> Army Training Glider</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoilDbplF34UW39y9bE1QCFW1y2YhkH9TCQ26j4xqCgpPYjG5vSqGxVpFQp8TUBvzZSOivrFGanN_sYjJjiCoZVZFaWQbqxXLyjv6PVN6QM2JWYhjgCzuWzAxKMCFJeb8rpI7iJRt_cT8/s1600/DSC05191.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoilDbplF34UW39y9bE1QCFW1y2YhkH9TCQ26j4xqCgpPYjG5vSqGxVpFQp8TUBvzZSOivrFGanN_sYjJjiCoZVZFaWQbqxXLyjv6PVN6QM2JWYhjgCzuWzAxKMCFJeb8rpI7iJRt_cT8/s400/DSC05191.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A very shiny Mustang</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguddKFX95ooIOrS5CXdBch6qrEEzujmVXb7FTMcjbThesqZQ0HLPfZ5YVYzncL1kk8l8pcq8EbCVLM0tftVnKW8ldBQgWlpKZ2lHXKyDTEZI41chwTaElZ_ct6KBmGbFvQgAhLzjvbOrc/s1600/DSC05192.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguddKFX95ooIOrS5CXdBch6qrEEzujmVXb7FTMcjbThesqZQ0HLPfZ5YVYzncL1kk8l8pcq8EbCVLM0tftVnKW8ldBQgWlpKZ2lHXKyDTEZI41chwTaElZ_ct6KBmGbFvQgAhLzjvbOrc/s400/DSC05192.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My first baseball game. Hardly anyone in the crowd and the Goodyear<br />
Centennials lost, but hey it was only $1 a pint.</td></tr>
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<i>Note: A recent rule change means I am not allowed to take photographs in the aircraft. Any pictures on this blog from this point on showing the inside of a flying aircraft or the landscape will have to be borrowed from previous courses or found on the internet.</i><br />
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