The World of IFR...

It seems that the frequency of my 'blogging' is directly proportional to the progress I make on the course at the moment. I'm pleased to say that I've now finished the VFR stage of the Multi-Engine course out here and am moving into the world of Instrument Flying.


The VFR bit of the Twinstar course was good fun and we got through it in record time due to keen students (Us), a keen instructor (JK) and some good luck with the weather. The VFR phase, or Visual Flight Rules for non-aviator types, is basically a conversion course onto the Twinstar, and is still completed in the Visual Flying environment - i.e. clear of clouds with good visibility. The aim of the phase is for us to learn how to fly the twin engine aircraft in normal and abnormal situations. 'Surely it's the same as flying as single engine aircraft just with another engine!' I hear you all say... Well, yes, in many respects that is true. The fundamentals remain the same - if you push the stick forward the ground still gets bigger... However, the most important considerations are for the situation when one engine fails. That's when things start to get a little more complicated...


However, we managed to complete the 5 Sims and 6 flights in less than two weeks aided as I said by some of the best weather I've ever seen out here. No cloud and visibility in excess of 80kms certainly makes for some spectacular scenery. One flight sticks in the mind where I looked right and saw the west coast of the North Island, then looked left and could see the east coast, and then looked straight ahead to the snow covered peak of the 9000ft Mt. Ruapehu. That said, poor weather has now become a little less of a show-stopper for flying as we move into the Instrument Flying Phase.

This is the phase where we start to learn about procedures that we will actually be doing when we start flying with the airlines. Navigating using just radio aids, flying round the hold waiting for our turn to shoot the approach, and then flying the approach itself, again using some kind of ground based radio navigation aid. The phase is 26 flights, with 16 of those in the simulator. This means the weather is less likely to impede our progress - firstly because funnily enough the weather doesn't matter for the sim, and secondly because we can now start to fly in clouds using just the instruments and on board navigation aids.


The end for CP41 in New Zealand is starting to appear on the horizon 49 days away...

Multi-Engine here we come...!

It is with great joy that I'm able to report that I today finished the Single Engine Phase of flying out here in New Zealand. As I said in my last entry to the blog, it was seemingly taking ages to push out the final flights in the phase, what with us being deeply stuck in the winter weather.

The main aim of the Single Engine Wings Phase is essentially one of hour building. For the issue of a CPL, one must have over 100 hours Pilot in Command, and completing the vast majority of these hours on a single engine aircraft is by far the most cost effective way of accruing the necessary time. Of course, during this hours building our performance is still closely scrutinised by our instructors. Indeed every 4 flights was a so called TPIC (standing for Trainee Pilot in Command) where we would go flying with an instructor who would give us scenarios to deal with such as emergencies and diversions. These flights were fully graded, and our performance monitored to make sure that we weren't picking up any bad habits.


At the end of the Single Engine Phase, there are two final hurdles to be overcome: The Pre-test and the Test. A pre-test is basically the same flight profile as the test, and is assessed to the same standard as the test itself, meaning that there are effectively two tests. I flew this flight in the middle part of last week in some of the worst weather I've ever flown in. The visibility was at 5km for most of the flight and the cloud was often no more than 700-800 feet above ground level. For those inexperienced in matters aviation, this weather is technically known as 'pants'. Indeed the pre-test flight was the hardest I've worked in an aircraft for quite some time; not since I flew at 420kts in fact. However, my debrief was fairly good, leaving me just one solo and the test itself to do.

The solo came and went, leaving just the last hurdle to overcome before I could move onto the Twinstar. We were programmed in for the Twin Groundschool at the end of last week, putting me in the strange position that I obviously had to pay attention in the lessons, whilst not consigning too much of what we learnt to memory before I had finished the Single Engine Phase.

So this morning I woke up, ready for the flight, to open the blinds and find that it was raining. A cursory glance at the Auckland rainfall radar revealed that Hamilton was not the only place with a damp Sunday. Most of the northern part of the North Island was covered in rain. This was not a good start....

However, luckily the cloudbase was reasonably high and the visibility was not actually that bad after all. So at 0958, we taxied out for what I hoped would be my last flight in a Cessna for a little while. 1.8 hours later we taxied back in to CTC, with a happy examiner and a happy pilot. The flight had gone really well, despite the weather's best efforts and I had passed. It's taken a while but finally, I'm on the Twin. Better get working, my first sim is a 10am tomorrow morning...

Revision, Exams, and Return to NZ

Well, it's been a little while since updating the blog, but I'm afraid I have no apologies to offer. It has been rather busy time what with the visit back to the UK for the exams. I left NZ on the 5 April, having fallen 12 flights short of completing the Single Engine Phase. Nor was it a real surprise. Having lost 6 weeks at the beginning of the course with the Katana grounding, we never looked like getting properly back on track before coming home.

It was great to land at LHR after 7 months away. Luckily the jet lag didn't bite too hard at all, and the week off was spent catching up with all the people I hadn't seen for so long. Charlie was away on Adventurous Training with the RAF and returned just in time for us to join Tony at his grad party at Sandhurst. A great night was had by all, although the heads were a little sore the next day...

The two weeks following that were spent at Bristol Groundschool in Cheddar, doing the revision/brush up course for the first 8 ATPL exams. It was a very intensive 2 weeks, starting work at 9am and most days working until 10pm, with short times off for meal breaks. However, the course was very good and gave me confidence going into the exams the week after.

The exams were held at Shuttleworth College in Bedfordshire, and this tied in very nicely with Charlie's placement at Henlow, meaning that I got to live in the Mess once more. As for the exams, they all seemed to go fairly well, with the last one on the Thursday afternoon. We had an awesome weekend at Charlie's parents to celebrate their 25th Wedding Anniversary after the exam week.

Unfortunately, thoughts then had to turn to the return to NZ for the final 3.5 months stint. The time a home had flown by far too quickly and saying goodbye to everyone, particularly Charlie, was the hardest thing of all. Suffice to say there were a few leaky eyes.

We've now been back in NZ for a week. Flying is still going slowly, with the final 10 flights seemingly taking ages to push out before we can get onto the twin engine part of the course. On a brighter note, I received my exam results 2 days ago. Managed to get over 90% in all the exams, and a 97% average overall. Not to bad I suppose, better not slip up in the next lot of exams then to try and preserve the average....

Navigation, Consolidation, and Examination

I know.... I said on the 3rd of January that I would hopefully have my PPL three weeks after my post. Unfortunately, that plan was scuppered by poor weather and some serviceability problems with the aircraft. We lost a whole week to the weather after getting stuck in a moist westerly airflow over the North Island. Too much hot air coming out of New South Wales in the West Island was amongst the alleged causes. Of course having antipodean family I couldn't possibly comment...

So Navigation then. What's that all about? Well essentially, getting from A to B to C and back again safely. Previous navigation experience certainly proved useful, although I found myself reverting to the techniques I had used on the Tutor some three years ago. Whereas on fast and pointy aircraft the wind doesn't affect too much, in slower aircraft a lot more consideration and appreciation of it is required. Having said that, the Nav phase was a fairly straight forward affair and culminated in what became known locally as 'Daz and Rich's Grand Day Out' or more formally as the CPL Cross Country Qualifier.

One of the requirements for the Commercial Pilot's Licence we get eventually, is that we complete a three leg Nav Flight of a least 300 miles with two full stop landings, where we have to get out of the aircraft and get a signature to say that we were where we said we were. Myself and Daz were both programmed to do this on the same day and so had arranged to have morning tea in Rotorua and lunch in Tauranga. Sadly my aircraft went unserviceable causing me to be delayed by 30 mins. Thus, morning tea in Rotorua fell by the wayside, but lunch in Tauranga was achieved. The day although tiring, was great and some good photos came out of it as you can see...


So, having completed the Navigation Phase, it was time for the final stages of the PPL course, which consists of a couple of Instrument Flying and General Handling flights and then Pre-PPL Test. This is a 2.5 hour flight during which we complete the Navigation Test part of the PPL Qualification and then do a GH package equivalent to that which we do for the actual PPL Test. All went well, leaving me ready (apparently) to do my PPL Test this morning.

Having had a few days of glorious weather with no change forecast, it was with some consternation that I opened my blinds this morning to find that it was overcast, with a fairly significant amount of low cloud around. Not a good start, but into the airport I went nonetheless, to report to the examiner at 0830. The hour and a half before the flight at 1000 was spent doing various bits of paperwork, and being quizzed on various aspects of PPL flying.

Luckily the weather cleared up enough for us to get airborne and vacate the Hamilton Control Zone to the east to complete all of the general handling exercises for the test. All seemed to go fairly well and we then came back to Hamilton Airfield for some circuits. After 3 circuits in various configurations, the examiner instructed me to land and taxi back to CTC. As we shut down the aircraft at the fuel pump, he informed me that I had passed the test, and after refuelling the aircraft I went inside or a full debrief and to start the paperwork to get the licence in my hand.

It's taken a while, but the first step is now complete. It seems like a small step in a long journey at this stage, but an important one nonetheless. Now it's time to get on with the hours building phase in the Single Engine Wings Course. I'd better get moving too, I come home in 7 weeks.....

Christmas and New Year in the Summer...?

It's been a little while since I blogged, mainly for two reasons. Firstly, December was a fairly busy month for flying, and secondly I had a special Christmas visitor.


Flying progressed well during the last month. Hopefully after tomorrow, the General Handling Phase will be finished and I'll be moving onto Navigation. General Handling involves doing various manoeuvres including Stalls, Practice Forced Landings, and Steep Turns. The last flights have also introduced us to the wonders of Instrument Flying, giving a taster of what lies ahead on bigger and faster aircraft. After tomorrow, I will have 12 flights left until my PPL test, and following successful completion will move onto the Single Engine Wings Phase, where we do 36 flights building our hours, and learning to fly the aircraft to more stringent limits than for the PPL standard.

The second reason, as I mentioned earlier, was that I had a special Christmas present which arrived at Auckland International Airport from Manchester, via London Heathrow, Los Angeles and Sydney and 10 hours later than British Airways had promised. A delay to the flight out of London basically meant a missed connection in LA and the detour via Sydney. Must have been quite frustrating to know that you've just flown past your destination, and it will be 6 hours flying to get back there.

Still, after the initial hiccup, Charlie and I both had a great time, doing a number of day trips out to see some of the sights of the North Island, including places with lots of water as you can see from the photo above. Christmas Day was spent at Clearways where we cooked a roast dinner. Unfortunately, I had a bit too much Bucks Fizz for Breakfast, and ended up walking into a door, resulting in a cut head.

Other highlights included a visit to the Hot Spas in Te Aroha and Taupo, going down the Luge at Rotorua, asking some passing sheep for directions, and doing our own version of the World Rally Championships, on some of New Zealand's 'finest' roads....

It was very difficult saying goodbye at Auckland Airport last week, knowing that it will be 3 months until we see each other again. Still, the first 3 months out here went very quickly, so I expect the next three will do the same.

New Year's Eve was spent in Auckland with Daz and Paul, doing a Pub Crawl from midday to midnight. The head was a little sore the next day, but luckily we had 2 days to recover before being back to work, and back into the sky.

Hopefully my next entry will be to tell you I have my PPL in 3 weeks. Watch this space...

First Solo and Beyond...

My 1st ever solo happened some 9 years ago, when I did my Gliding Scholarship with 625 Volunteer Gliding Squadron at Hullavington, nr Chippenham, which for those who don't know is halfway between London and the land of Scrumpy. Back then it was an amazing experience, but also a little scary.

Last week, I did another first solo - this time in a powered aircraft. My primary instructor is still relatively new, and is not allowed to send first solos just yet, so I was programmed in to fly with the Deputy Chief Instructor out here in NZ. We went off to the east of Hamilton to practice some stall recoveries first, as I was out of currency for them. After having completed these exercises, we diverted to a small grass airfield called Matamata, where I demonstrated various circuits including one simulating flap failure, and one with power off.

We landed off of the third circuit and the checking instructor informed me that he would be jumping out and sending me off on my own to fly a single circuit to land, pick him up, and then head back to Hamilton. The lifting off the runway with just myself on board was certainly a good moment, made even more special in some ways that it was being done from a small grass strip airfield in the middle of nowhere. Very Kiwi...

The days after this were spent doing a couple more dual-solo flights. Basically, you do the first half of the flight with an instructor, they then jump out and you do the other half solo. These were also a lot of fun, bashing out circuit after circuit at Hamilton, trying to make them all as accurate as possible.

Then on Sunday came my first solo without any check before. The hour spent in the aircraft that day was about as much fun as I can ever remember having in the sky. Particularly as there were two of my course mates solo in the circuit at the same time. By next week, hopefully I should be cleared solo out of the circuit, meaning I'll be allowed to go out into the training area by myself. Should be good fun, can't wait....

Airborne again...

Some of you will have noticed that the supply of wit (or at least half of it) coming from the other side of the world had dried up over the last month and a bit. It's not that I've been ignoring anyone, or indeed that I've been too busy to write. In fact the opposite has been quite true.

Unfortunately the DA20 Katana aircraft that I'm training on had a problem with its fuel system, and the management of CTC NZ took the only decision available to them, which was to ground the fleet whilst the problem was investigated. This gave all of us training on the aircraft a period of time with just the PPL Exams to do. So as you can guess it's been a little quiet.

However, the fuel system problem has now been completely fixed and both the CTC Staff and Trainees are working hard and making back the lost time - last week was a fairly busy time for me...

Firstly, now we've finished the PPL Exams, it's time to move onto the main event as far as studying goes - the ATPL Exams. ATPL stands for Airline Transport Pilots Licence and it's the bit of paper one needs to get the seat with the best view in an airliner. The exams cover 14 different subject relating to aviation, and as you would expect go into considerably more depth than the PPL exams - I'll be taking the first set of 7 exams when I come back to the UK in April next year. The study is done through Bristol Groundschool distance learning. Most of it is done using Computer Based Training, with the subjects automatically split up into weekly bitesized chunks, making it easier to learn. This week we made a start with Gen Nav and Human Factors - might not mean much to most people, but say 'Gen Nav' to airline pilots and I suspect the conversation would end at that point...



Secondly, I've been back in the air and doing my best to make up for lost time - got 4 flights done this week. My instructor decided that because of my previous flying, we could skip some of the lessons, and so I'm now on circuits. Hoping that by the middle of next week I'll be doing my first powered solo. Enjoying doing the glide circuits as well, it's almost like I've done them before...